Apparatus and method of controlling a vehicle

ABSTRACT

A control apparatus and method of a vehicle is provided for correcting a lowered value of the output shaft torque in the gear shifting and suppressing a input shaft speed on the basis of the lowered torque correction. The input shaft torque is adjusted at the termination of the gear shifting on the basis of the lowered torque correction.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application relates to subject matters described inapplication which will be filed on Feb. 28, 2001 by N.Ozaki, T.Matsumura, T. Minowa, T. Okada and T. Ochi and entitled AUTOMATICTRANSMISSION CONTROL METHOD AND AUTOMATIC TRANSMISSION CONTROLLER andassigned to the assignee of the present application, and to applicationwhich will be filed on Feb. 28, 2001 by T. Matumura, H. Sakamoto, M.Kayano and T. Ochi and entitled CONTROL METHOD AND SYSTEM FOR VEHICLEand assigned to the assignee of the present application. The disclosureof these applications are incorporated herein by reference.

BACKGROUND OF THE INVENTION

The present invention relates to a control apparatus and method of avehicle.

As a vehicle provided a gear type transmission mechanism, this type ofvehicle has been conventionally known which utilizes a friction clutchas the smallest gear ratio of the gear type transmission, controls theinput shaft speed of the transmission to be in synchronous to the outputshaft speed by slipping this friction clutch when shifting the gear, andcorrects the torque lowered in shifting the gear by means of the torquetransmitted by the friction torque for the purpose of realizing smoothergear shifting. The representative one of this type of vehicle isdisclosed in JP-A-61-45163.

In shifting the gear, however, if the revolution speed is controlledonly through the use of the friction clutch, the output shaft torquecorrected by the friction clutch is made so variable that a passenger ina vehicle may disadvantageously feel uncomfortable with the vehicle.

Further, when terminating the gear shifting, if the correction for thelowered torque in gear shifting, corrected by the friction clutch, isnot matched to the input shaft torque transmitted to the output shaftthrough a mesh type clutch, disadvantageously again, the torque may beabruptly changed.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a control apparatusand method of a vehicle which are constructed to suppress the variationof the output shaft torque of the transmission caused by the control ofthe rotation speed in gear shifting and to reduce the abrupt change ofthe torque caused in terminating the gear shifting, for improving theperformance in gear shifting.

In the gear shifting, the mesh type clutch may be engaged by matchingthe revolution speeds. The adverse effect by a control error and avariety of an oil pressure brings about inertia torque caused by thedeviation of the revolution speed (ratio) in engaging the mesh typeclutch, which inertia torque may lead to a vibrating torque variation(shaft vibration). It is a further object of the present invention toalleviate the inertia torque and thereby suppressing the torquevariation, for improving the performance in gear shifting of a vehicle.

The present invention concerns with a control apparatus of a vehiclewhich provides torque transmission devices between an input shaft and anoutput shaft of a gear type transmission, uses a friction clutch for thetorque transmission device of at least one gear ratio position and amesh type clutch for the torque transmission device of another gearratio position, and control the friction clutch when shifting one gearratio position to another position. This apparatus includes a loweredtorque correcting unit for correcting the lowered output shaft torque inshifting the gear and a revolution speed control unit for controlling ainput shaft speed on the basis of the corrected value of the loweredtorque given by the lowered torque correcting unit.

More preferably, the control apparatus of a vehicle includes a torqueadjusting unit for adjusting the input shaft torque when terminating thegear shifting on the basis of the corrected value of the lowered torque.

Further, the present invention concerns with a control method of avehicle which is arranged to provide a torque transmission devicebetween an input shaft and an output shaft of a gear type transmission,use a friction clutch for the torque transmission device of at least onegear ratio position and a mesh type clutch for the torque transmissiondevice of another gear ratio position, and control the friction clutchin shifting one gear ratio position to another gear ratio position. Thiscontrol method includes the steps of correcting the lowered output shafttorque in gear shifting and controlling the input shaft speed on thecorrected value of the lowered torque.

More preferably, the control method of a vehicle according to theinvention is arranged to adjust the input shaft torque when terminatingthe gear shifting on the basis of the torque corrected value.

Further, the invention concerns with a control apparatus of a vehiclewhich is constructed to separate a torque transmission system locatedbetween the input shaft and the output shaft of the gear typetransmission into a first transmission system and a second transmissionsystem, each of which is composed of a combination of mesh typeclutches, use the friction clutches for the torque transmission systemslocated between an engine and the first transmission system and betweenthe engine and the second transmission system, and control the frictionclutches in shifting one gear ratio position to another. The controlapparatus includes a lowered torque correcting unit for correcting thelowered output shaft torque in gear shifting and a revolution speedcontrol unit for controlling the input shaft speed on the basis of thecorrected value of the lowered torque given by the lowered torquecorrecting unit.

More preferable, the control apparatus of a vehicle according to theinvention includes a torque adjusting unit for adjusting the input shafttorque in terminating the gear shifting on the basis of the correctedvalue of the lowered torque.

Further, the present invention concerns with a control method of avehicle in which a torque transmitting system located between an inputshaft and an output shaft of a gear type transmission is separated intoa first transmission system and a second transmission system, each ofwhich is a combination of mesh type clutches, the torque transmittingsystems located between an engine and the first transmission system andbetween the engine and the second transmission system are frictionclutches, and the friction clutches are controlled when one gear stageis changed into another gear stage, the method including the step ofcorrecting the lowered torque value of the output shaft in the gearshifting during the shifting, and the step of controlling a said inputshaft speed on the basis of the corrected lowered torque correction.

More preferably, the control method of a vehicle according to theinvention is arranged to adjust the input shaft torque when terminatingthe gear shifting on the basis of the torque corrected value.

Further, the invention concerns with a control apparatus of a vehiclewherein devices for transmitting torque are located between an inputshaft and an output shaft of a gear type transmission, the torquetransmitting device of at least one gear stage is a friction clutch,said torque transmitting device of another gear stage is a mesh typeclutch, and the friction clutch is controlled when one gear stage ischanged into another gear stage, said apparatus including a unit forsuppressing torque variation of said output shaft taking place when themesh type clutch is engaged by means of at least one friction clutchprovided in the gear type transmission in the case of the gear shifting.

Further, the present invention concerns with a control apparatus of avehicle which is constructed to provide a torque transmission devicebetween an input shaft and an output shaft of a gear type transmission,use a friction clutch for the torque transmission device of at least onegear ratio position and a mesh type clutch for the torque transmissiondevice of another gear ratio position, and control the friction clutchin shifting one gear ratio position to another. The control apparatusincludes a torque variation suppressing unit for suppressing the torquevariation of the output shaft generated in engaging the mesh typeclutches through the effect of at least one friction clutch located inthe gear type transmission.

Moreover, the present invention concerns with a control method of avehicle which is constructed to locate a torque transmission devicebetween an input shaft and an output shaft of a gear type transmission,use a friction clutch for the torque transmission device of at least onegear ratio position and a mesh type clutch for the torque transmissiondevice of another gear ratio position, and control the friction clutchin shifting one gear ratio position to another. The control methodincludes the step of suppressing a torque variation of the output shaftgenerated in engaging the mesh type clutch in gear shifting by means ofat least one dynamo-electric machine located in the gear typetransmission.

Further, the present invention concerns with a control apparatus of avehicle which is constructed to locate a torque transmission devicebetween an input shaft and an output shaft of a gear type transmission,use a friction clutch for at least one gear ratio position and a meshtype clutch for the torque transmission of another gear ratio positionand control the friction clutch in shifting one gear ratio position toanother. The control apparatus includes the step of suppressing thetorque variation of the output shaft generated in engaging the mesh typeclutch through the effect of at least one dynamo-electric machinelocated in the gear type transmission.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a block diagram showing a vehicle system and a controlapparatus thereof according to an embodiment of the present invention;

FIG. 2 is a view showing a transmission path of torque provided when avehicle is driven by the driving force of an engine included in theembodiment shown in FIG. 1;

FIG. 3 is a view showing a transmission path of torque in gear shiftingincluded in the embodiment shown in FIG. 1;

FIG. 4 is a view showing a transmission path of torque after the gearshifting is terminated, included in the embodiment shown in FIG. 1;

FIG. 5 is a flowchart showing a control process in a lowered torquecorrecting unit shown in FIG. 1;

FIG. 6 is a flowchart showing a control process in a revolution speedcontrol unit and a torque adjusting unit shown in FIG. 1;

FIG. 7 is a time chart showing a control state in gear shifting in theembodiment shown in FIG. 1;

FIG. 8 is a block diagram showing a control apparatus of a vehicleaccording to another embodiment of the present invention;

FIG. 9 is a view showing a transmission path of torque in gear shiftingin the embodiment shown in FIG. 8;

FIG. 10 is a flowchart showing a control process to be executed in therevolution speed control unit and the torque adjusting unit shown inFIG. 8;

FIG. 11 is a time chart showing a control state in gear shifting in theembodiment shown in FIG. 8;

FIG. 12 is a diagram showing a vehicle system according to anotherembodiment of the present invention;

FIG. 13 is a block diagram showing a control apparatus 100 in theembodiment shown in FIG. 12;

FIG. 14 is an explanatory view showing one gear driving state inacceleration in the embodiment shown in FIG. 12;

FIG. 15 is an explanatory view showing a state of a gear afteroutputting a first to third gear shifting command in the embodimentshown in FIG. 12;

FIG. 16 is an explanatory view showing a third gear driving state in theembodiment shown in FIG. 12;

FIG. 17 is a flowchart showing a process to be executed in a loweredtorque correcting unit 103 shown in FIG. 12;

FIG. 18 is a flowchart showing a rotation control unit 104 and a torqueadjusting unit 105 shown in FIG. 12;

FIG. 19 is a time chart showing a control state in gear shifting in theembodiment shown in FIG. 12;

FIG. 20 is a block diagram showing a control apparatus of a vehicleaccording to another embodiment of the present invention;

FIG. 21 is an explanatory view showing a first to a third gear states inthe embodiment shown in FIG. 20;

FIG. 22 is a flowchart showing a processing content of a revolutionspeed control unit 2004 and a torque adjusting unit 2005 shown in FIG.20;

FIG. 23 is a time chart showing a control state in gear shifting in theembodiment shown in FIG. 20;

FIG. 24 is a block diagram showing a control apparatus of a vehicleaccording to another embodiment of the present invention;

FIG. 25 is an explanatory view showing a control apparatus 2400 shown inFIG. 24;

FIG. 26 is a time chart in gear shifting in the embodiment shown in FIG.24;

FIG. 27 is a block diagram showing the control apparatus 2400 providedwith a motor 27 in the embodiment shown in FIG. 24; and

FIG. 28 is a time chart in gear shifting in the embodiment shown in FIG.24.

DESCRIPTION OF THE EMBODIMENTS

The embodiments of the present invention will be described withreference to the appended drawings.

FIG. 1 is a block diagram showing a vehicle system and a controlapparatus thereof according to an embodiment of the present invention.

An engine 1 provides an electronic control throttle 2 for adjustingengine torque and a rotary sensor 37 for measuring a revolution speed Neof the engine 1 (also referred to as an engine speed Ne), through whichthe output torque can be controlled with high accuracy.

A clutch 4 is located between an output shaft 3 of the engine 1 and aninput shaft 8 of a gear type transmission 50 so that the output torqueof the engine 1 may be transmitted to the input shaft 8 of the geartransmission. The clutch 4 is a dry type single plate one in which itspressure force is controlled by a hydraulic actuator 32. By adjustingthe pressure force of the clutch 4, the power transmission from theoutput shaft 3 to the input shaft 8 of the engine is connected ordisconnected.

The input shaft 8 includes gears 5, 6, 7 fixed thereto. The gear 5 isused as a sensor for a revolution speed Nin of the input shaft 8. Themovement of the teeth of this gear 5 is sensed by the sensor 36 so thatthe revolution speed Nin of the input shaft 8 may be sensed accordingly.

The output shaft 26 of a motor 27 is connected to a gear 24 providedwith a clutch 25 so that the gear 24 may constantly engaged with thegear 7. The clutch 25 is a dry type single plate one by which the outputtorque of the motor 27 may be transmitted to the gear 24. The pressureforce of this clutch 25 is controlled by the hydraulic actuator 29 andthe power transmission from the output shaft 26 to the input shaft 8 maybe connected or disconnected by adjusting the pressure force of theclutch 25.

The output shaft 20 of the gear type transmission 50 includes a gear 18provided with a toothed wheel 14 and a synchronizer ring 16, a gear 11provided with a toothed wheel 12 and a synchronizer ring 15, and a hub17 and a sleeve (not shown) for directly connecting between the gears 18and 11 and the output shaft 20. The gears 18 and 11 provide a stopper(not shown) for stopping the movement of the gear in the axial directionof the output shaft 20, respectively. The inside of the hub 17 isprovided grooves (not shown) for mating with a plurality of grooves (notshown) of the output shaft 20. This hub 17 is engaged with the outputshaft 20 so that the hub 17 allows the gear to be relatively moved inthe axial direction of the output shaft 20 but restricts the gear to bemoved in the rotating direction. Hence, the torque of the hub 17 istransmitted to the output shaft 20.

In order to transmit the torque from the input shaft 8 to the hub 17, itis necessary to move the hub 17 and the sleeve in the axial direction ofthe output shaft 20 and directly couple the toothed wheel 14 or 12 withthe hub 17 through the synchronizer ring 16 or 15. The hub 17 and thesleeve are moved by the hydraulic actuator 30.

The hub 17 is used as a sensor for sensing a revolution speed No of theoutput shaft 20. The output shaft speed 20 can be sensed by sensing therevolution of the hub 17 through the use of the sensor 13.

A torque transmitting device composed of the hub 17 and the sleeve, thetoothed wheel 14, the synchronizer ring 16, the toothed wheel 12, andthe synchronizer ring 15 takes a claw clutch mechanism, which isreferred to as a mesh type clutch.

The mechanism allows the energy from a power source like the engine 1 tobe highly efficiently transmitted to wheels 23 through a differentialunit 21 and an axle 22, for aiding in reducing fuel consumption.

Further, the output shaft 20 has a gear 9 provided with a clutch 10. Theclutch 10 uses a multiplate wet friction one as the torque transmittingdevice so that the input shaft torque may be transmitted to the outputshaft 20. The pressure force of this clutch 10 is controlled by thehydraulic actuator 23 and the power transmission from the input shaft 8to the output shaft 20 may be connected or disconnected by adjustingthis pressure force.

The gear ratio of the gear 5 to the gear 9 is adjusted to be smallerthan the gear ratio of the gear 7 to the gear 18 or the gear ratio ofthe gear 6 to the gear 11.

In the engine 1, an electronic control throttle 2 provided in an intakepipe (not shown) is served to control an intake air flow so that a fuelamount matched to the intake air amount is injected from a fuelinjection system (not shown). The throttle 2 is also served to determinean ignition timing on the basis of an air/fuel ratio determined by theair amount and the fuel amount and the engine speed Ne.

The fuel injection system may be an intake port injection system inwhich fuel is injected to an intake port or a cylinder injection systemin which fuel is directly injected to the inside of the cylinder. It ispreferable for the fuel injection system to reduce the fuel consumptionand select a better exhaust performance by considering a operation range(determined by the engine torque and the engine speed) for the engine.

In turn, the description will be oriented to an apparatus 100 ofcontrolling the engine 1, actuators 29, 30, 31 and 32, and a motor 27.

The control apparatus 100 is inputted with an accelerator pedal depresssignal α, a shift lever position signal Ii, an engine speed signal Nesensed by the sensor 37, an input shaft revolution speed signal Ninsensed by the sensor 36, and an output shaft revolution speed signal No.Then, this control apparatus 100 is served to compute the torque T3 ofthe engine 1 and then transmit the torque Te to a control device 34through a LAN inside of a vehicle. The control device 34 is served tocompute such a throttle valve opening angle, a fuel amount and anignition timing as meeting the received engine torque Te and to controlthe actuators (for example, the electronic control throttle 2) based onthese factors.

Further, the control apparatus 100 is served to compute the torque andthe speed of the motor 27 and then transmit them to the control device35 through the LAN. The control device 35 is served to charge a battery28 with an electric power fed by the motor 27 and to feed an electricpower from the battery 28 for driving the motor 27. The controlapparatus 100 may be implemented by a computer including a CPU to beoperated according to a program, a memory for storing a control programand data, an I/O control unit, and a bus for mutually connecting themwith one another. Whole or a part of the control apparatus 10 can alsobe implemented by a hardware circuit.

The control apparatus 100 includes a vehicle speed sensing unit 101, agear shifting command generating unit 102, a lowered torque correctingunit 103, a revolution speed control unit 104, and a torque adjustingunit 105.

The vehicle speed sensing unit 101 serves to compute a vehicle speed Vspby means of a function f: Vsp=f(No) on the basis of the revolution speedNo of the output shaft sensed by the sensor 13.

The gear shifting command generating unit 102 is served to determine agear shifting command Ss on the basis of the inputted accelerator pedaldepress amount α and the vehicle speed Vsp derived by the vehicle speedsensing unit 101. This gear shifting command Ss is selected from thevalues stored in a memory unit (not shown) included in the controlapparatus 100, those values being derived as those for enhancing theefficiencies of the engine 1 and the motor 27 to a maximum by anexperiment or simulation.

Herein, the description will be oriented to the control of the clutch 10in changing the first gear driving state to the second gear drivingstate. The control of this clutch 10 is executed by controlling theactuators 29 to 32 in response to an indication from the controlapparatus 100 so that the control device 33 may control the gear typetransmission 50.

FIG. 2 is an explanatory view showing the first gear driving stateprovided in the case of accelerating the vehicle when it is run by thedriving force of the engine 1. The dotted arrow of FIG. 2 indicates thetransmission path of the torque. As an example, it is assumed that theclutch 4 is linked and the mesh type clutch (hub 17) is linked with thegear 18. In this state, the torque of the engine 1 is transmitted to theoutput shaft 20 through the clutch 4, the input shaft 8, the gear 7, andthe gear 18. At this time, the clutch 10 is released.

When the gear shifting command Ss is outputted by the gear shiftingcommand generating unit 102, as shown in FIG. 3, the mesh type clutch(hub 17) is released and the gear 18 is unlinked from the output shaft20. At a time, the actuator 31 is controlled so that the clutch 10 ispressed onto the gear and thereby the output torque of the engine 1 maybe transmitted from the output shaft 3 to the output shaft 20 throughthe clutch 4, the input shaft 8, the gear 5, the gear 9, and the clutch10. The torque of the engine 1 is transmitted to the axle 22 by means ofthe pressure force of the clutch 10 so as to produce the driving torqueof the vehicle. By this, since the gear ratio is made smaller by usingthe gear 5 or 9, the load of the engine 1 is made larger and the enginespeed is made lower accordingly. Hence, the gear ratio of the outputshaft 20 to the input shaft 8 comes closer to the second gear ratio(smaller) rather than the first gear ratio.

Herein, when the gear ratio of the input shaft 8 to the output shaft 20is made to be the second gear ratio, as shown in FIG. 4, the mesh typeclutch (hub 17) is linked with the gear 11 and the gear 11 is linkedwith the output shaft 20. Upon completion of this link, the pressureforce of the clutch 10 is released by controlling the actuator 31. Then,the gear shifting from the first to the second gear is completed. Inthis second gear driving state, the torque of the engine 1 istransmitted through the output shaft 3, the clutch 4, the input shaft 8,the gear 6, the gear 11, the hub 17 and the output shaft 20 of theengine 1 in this describing order.

As set forth above, in the gear shifting, the state is neutralized byreleasing the first gear state. At this time, the torque of the engine 1is transmitted to the axle 22 through the clutch 10 and the gears 5 and9. Hence, the lowered torque in the gear shifting can be corrected.

Then, the description will be oriented to the control method in the gearshifting in a control apparatus of a vehicle according to thisembodiment with reference to FIGS. 5 to 7.

At first, the control processing content of the lowered torquecorrecting unit 103 will be described below.

FIG. 5 is a flowchart showing a control process in the lowered torquecorrecting unit 103.

Step 501

An operation is executed to read the gear shifting command Ss outputtedfrom the gear shifting command generating unit 102.

Step 502

An operation is executed to read the torque Tel of the engine 1 beforethe gear shifting (first gear) transmitted from the control device 34through the LAN.

Step 503

An operation is executed to compute the torque Tout1 of the output shaft20 before the gear shifting (first gear) on the basis of the torque Telof the engine before the gear shifting, read in the step 502.

Step 504

An operation is executed to compute an FF (Feed Forward) target torqueTc_ff of the clutch 10 on the basis of the torque Tout1 of the outputshaft 20 computed in the step 503. Assuming that a first gear ratio isR1, a second gear ratio is R2, the engine speed before gear shifting isNe1, and the engine speed after gear shifting (second gear) is Ne2, theengine speed Ne2 after gear shifting may be presumed as Ne2≈Ne1 *(R2/R1). Then, the engine torque after gear shifting and the outputshaft torque Tout2 after gear shifting may be derived according to thepresumed engine speed Ne2 and the throttle opening angle. The FF targettorque Tc_ff of the clutch 10 can be derived according to this estimatedTout2. Further, the FF target Tc_ff of the clutch 10 may be constantlyderived on the basis of the sensed engine speed Ne and the engine torqueTe in order to meet the predetermined gear shifting time according tovarious running statuses.

Step 505

It is determined whether or not the input/output (I/O) shaft revolutionspeed ratio Rch determined on the engine speed Ne (revolution speed Ninof the input shaft) and the revolution speed No of the output shaftstays in a predetermined range. If not, the process goes to a step 506,while if yes, the process goes to a step 507.

Step 506

If the revolution speed ratio Rch of the input shaft does not stay inthe predetermined range, the lowered torque correction Tc_ref during thegear shifting is computed as Tc_ref=Tc_ff.

Step 507

During the gear shifting, if the revolution speed ratio Rch of the I/Oshaft stays in the predetermined range, the deviation between the targetrevolution speed ratio corresponding to the second gear ratio and therevolution speed ratio Rch of the I/O shaft is fed back so that it isused for computing the target torque Tc_fb of the revolution speed ratioFB (Feed Back) of the clutch 10. At this time, the target engine speed(the input shaft speed) is computed according to the target revolutionspeed ratio and the engine speed Ne is fed back so that it is used forcomputing the target torque Tc_fb of the revolution speed ratio FB ofthe clutch 10.

Step 508

The lowered torque correction Tc_ref in gear shifting is computed asTc_ref=Tc_ff+Tc_fb.

Step 509

The lowered torque correction Tc_ref derived in the steps 506 and 508 isoutputted as the target torque of the clutch 10. The outputted loweredtorque correction Tc_ref is transmitted to the control device 33 throughthe LAN.

The control device 33 is served to hydraulically drive the actuators 29to 33 and adjust the pressure force of the clutch and correct thelowered torque in gear shifting by controlling the actuator 31 on thevalue of Tc_ref. That is, the FF target torque tc_ff of the clutch 10for compensating the lowered torque at the initial stage of the gearshifting operation is calculated in step 504, and while the FB targettorque Tc_fb for controlling the revolution speed of the input shaft 8during the gear shifting operation is calculated in step 507.

As set forth above, the lowered torque correcting unit 103 is served tocorrect the lowered value of the output shaft 20 in gear shifting andthereby improve the gear shifting performance.

Then, the description will be oriented to the control process content inthe revolution speed control unit 104 and the torque adjusting unit 105.

FIG. 6 is a flowchart showing control processes in the revolution speedcontrol unit 104 and the torque adjusting unit 105.

Step 601

It is determined whether or not the revolution speed ratio Rch of theI/O shaft derived on the engine speed Ne (revolution speed of the inputshaft Nin) and the revolution speed No of the output shaft stays in thepredetermined range. If not, the process goes to a step 602 in which thecontrol process is executed by the revolution speed control unit 104. Ifyes, the process goes to a step 605 in which the control process isexecuted by the torque adjusting unit.

At first, the description will be oriented to the control processcontent of the revolution speed control unit 104 to be executed in steps602 to 604.

Step 602

An operation is executed to read the lowered torque correction Tc_refderived by Tc_ref=Tc_ff.

Step 603

An operation is executed to compute the target torque Te_ref1 of theengine 1 for achieving such an engine speed Ne as realizing thepredetermined revolution speed ratio Rch of the I/O shaft on the basisof the lowered torque correction Tc_ref read in the step 602.

Step 604

An operation is executed to output the target torque Tc_ref1 of theengine 1 derived in the step 603.

The control device 34 is served to control the electronic controlthrottle 2 so that the engine 1 may reach the target torque Te_ref1.That is, the target torque value Te_ref1 for controlling the revolutionspeed of the input shaft 8 during the gear shifting operation iscalculated in step 603.

Further, in the revolution speed control unit 104, in order to achievethe target torque Te_ref1 of the engine 1, it is possible to control anair/fuel ratio of the engine 1 or an ignition timing.

As described above, the revolution speed control unit 104 is served tocontrol the input shaft speed 8 in gear shifting so that the mesh typeclutch may be coupled to the second gear. Further, it serves to suppressthe inertia torque in the second gear link, thereby improving the gearshifting performance.

In turn, the description will be oriented to the control process contentof the torque adjusting unit 105 to be executed in steps 605 to 607.

Step 605

An operation is executed to read the lowered torque correction Tc refderived by the expression of Tc_ref=Tc_ff+Tc_fb.

Step 606

An operation is executed to compute such target torque Te_ref2 of theengine 1 as reducing a deviation between the output shaft torque aftergear shifting and the lowered torque correction Tc_ref as much aspossible, based on the lowered torque correction Tc_ref read in the step605.

Step 607

An operation is executed to output the target torque Te_ref2 of theengine 1 derived in the step 606. The target torque Te_ref2 of theengine 1 is transmitted to the control device 34 through the LAN.

The control device 34 is served to control an electronic controlthrottle 2 so that the engine 1 may reach the target torque Te_ref2.That is, the target torque Te_ref2 of the engine 1 for starting thetorque control of the input shaft in the gear shifting operation beforethe completion of gear shifting operation is calculated in step 606.

Further, the torque adjusting unit 105 may be served to control thefuel/air ratio of the engine and the ignition timing so that the engine1 may reach the target torque Te_ref2.

As set forth above, the torque adjusting unit 105 is served to controlthe input shaft torque 8 at the termination of the gear shifting so thata deviation between the lowered torque correction in gear shifting andthe output shaft torque 20 after gear shifting may be reduced as much aspossible. This makes it possible to lessen the torque abrupt change,thereby improving the gear shifting performance.

Next, the operation in gear shifting will be described below.

FIG. 7 is a time chart showing a control state in gear shifting. In FIG.7, (A) denotes a gear shifting command Ss. (B) denotes a shift leverposition Ii corresponding to the mesh type clutch position. (C) denotesa revolution speed ratio Rch of the input shaft. (D) denotes a throttleopening angle 0. (E) denotes a torque Tc of the clutch 10. (F) denotes atorque Tout of the output shaft 20. An axis of abscissa denotes a time.

As indicated in (A), when a gear shifting command Ss for shifting afirst gear state to a second gear one at a point a is outputted when avehicle is running in the first gear state, the gear shifting control isstarted. As indicated in (E), the torque Tc of the clutch 10 isgradually increased.

With increase of the torque Tc of the clutch 10, as indicated in (F),the torque Tout of the output shaft 20 is gradually decreased. At apoint b, the mesh type clutch coupled to the first gear side enters intothe releasable state. This is because the torque being transmittedthrough the gears 5 and 9 serves to reduce the torque being transmittedthrough the gears 7 and 18 to a value at which the mesh type clutch maybe released.

If the mesh type clutch is to be released, the mesh type clutch isreleased from the first gear side by controlling the actuator 30. Asindicated in (B), the shift lever position Ii enters into the neutralstate (in gear shifting), in which the actual gear shifting is started.

When the shift lever position Ii enters into the neural state, asindicated in (E), the control for the clutch 10 is started so that thelowered value of the torque in gear shifting may be corrected. Bycontrolling the actuator 31 according to the target torque Tc_ref=Tc_ffof the clutch 10 outputted from the lowered torque correcting unit 103,as indicated in (F), an operation is executed to correct the loweredvalue of the output shaft torque 20 in the initial state of gearshifting.

At a time, since the torque transmitted by the clutch 10 is made to bethe output shaft torque 20, for reducing the abnormal feeling apassenger in a vehicle feels, it is preferable to provide the targettorque Tc_ref of the clutch 10 with a smooth characteristic. In gearshifting, it is necessary to swiftly and smoothly control the revolutionspeed ratio Rch of the input/output shafts to be a second gear ratio R2during the gear shifting.

Hence, in order to achieve the target torque Te_ref1 of the engine 1outputted from the revolution speed control unit 104, as indicated in(D), an operation is executed to control the throttle opening angle tobe θ=θ_ref1 for adjusting the engine speed Ne and making the revolutionspeed ratio Rch of the I/O shaft closer to the second gear ratio R2.

By controlling the clutch 10 and the electronic control throttle 2 asmentioned above, as indicated in (C), the revolution speed ratio Rch ofthe I/O shafts is made to be Rch=R2 at a point c. In order to engage themesh type clutch, it is preferable to suit the revolution speed ratioRch of the I/O shafts to the second gear ratio Rc for increasing theengine speed Ne. This reason is as follows. Since the revolution speedNo of the output shaft 20 is increased by the lowered torque correctiongiven in gear shifting, if the mesh type clutch is to be engaged whenthe input shaft speed 8 is likely to be increased, the torqueinterference in the engaged portion of the mesh type clutch is broughtabout so that the mesh type clutch is difficult to be engaged. Hence, itis preferable to engage the mesh type clutch as increasing the inputshaft speed 8 because the torque interference is reduced.

Since Rch<R2 at the point c, it is necessary to increase the revolutionspeed ratio Rch of the input/output shafts. Immediately before theengagement (between the c and the d points), a response is slightlydelayed in the control of the engine torque Te. Hence, it is preferableto adjust the revolution speed ratio Rch of the I/O shafts by means ofthe torque of the clutch 10. Hence, In the interval between the c andthe d points, an operation is executed to add a revolution speed ratioFB target torque Tc_fb of the clutch 10 according to a deviation of therevolution speed ratio Rch of the I/O shafts to the second gear ratio Rcand set the target torque of the clutch 10 as Tc_ref=Tc_ff+Tc_fb, andthe revolution speed of the input shaft 8 is controlled in the gearshifting.

As set forth above, only in the interval when a deviation between therevolution speed ratio Rch of the I/O shaft and the second gear ratio R2is small, by feeding back the revolution speed ratio, it is possible tosuppress the torque variation of the lowered torque correction in gearshifting to a minimum and thereby alleviate the abnormal feeling apassenger in a vehicle feels. By the revolution speed ratio FB controlof the clutch 10 as mentioned above, the revolution speed ratio Rch ofthe I/O shaft is on the way of increasing, hence, Rch≈R2 is met. Itmeans that the mesh type clutch may be linked to the second gear.

If the mesh type clutch may be coupled to the second gear, the mesh typeclutch is coupled to the second gear by controlling the actuator 30. Ata time, it is preferable to reduce a deviation between the loweredtorque correction Tc_ref=Tc_ff+Tc_fb in gear shifting and the outputshaft torque 20 after the gear shifting (coupled to the second gear),thereby reducing the torque abrupt change of the output shaft 20 at thetermination of the gear shifting.

The lowered torque correction in gear shifting is determined by thetorque Tc of the clutch 10 and the output shaft torque 20 after the gearshifting is determined by the torque Te of the engine 1 and the secondgear ratio R2. Between the c and the d points, the throttle openingangle is controlled to be q=q_ref2 so that the engine 1 reaches thetarget torque Te_ref2. During the gear shifting, the clutch 10 is madeslipping. Hence, if the torque Te of the engine 1 is greater than thepredetermined value, the lowered torque correction in gear shifting isdetermined by the torque Tc of the clutch 10. Hence, the torqueadjusting control in terminating the gear shifting can be executedindependently of the control for correcting the lowered torque in gearshifting. Further, since there is some delay in the response of thecontrol of engine torque Te as mentioned before, it is preferable tostart the torque control of the input shaft 8 before a completion of thegear shifting.

At a d point, the mesh type clutch is linked to the second gear and theactual gear shifting is completed. Then, the throttle opening angle θ isgradually reduced to the opening angle before the gear shifting. At apoint e, the gear shift control is terminated.

As set forth above, according to this embodiment, in the gear shifting,an operation is executed to derive the lowered torque correction of theoutput shaft 20 in gear shifting, control the input shaft speed 8 on thebasis of the correction, and adjust the input shaft torque 8 at thetermination of the gear shifting, thereby making it possible to suppressthe torque variation of the output shaft 20.

In turn, the description will be oriented to the arrangement of thecontrol apparatus of a vehicle according to an embodiment of the presentinvention with reference to FIGS. 8 to 11.

FIG. 8 is a block diagram showing the control apparatus according tothis embodiment. The overall system arrangement of the vehicle islikewise to that shown in FIG. 1 and thus is not described herein. Inaddition, the same components in FIG. 8 as those of the embodiment shownin FIG. 1 have the same reference numbers.

The control apparatus 800 includes a vehicle speed sensing unit 101, agear shifting command generating unit 102, a lowered torque correctingunit 103, a revolution speed control unit 804, and a torque adjustingunit 805. The control apparatus may be realized by the same computer asthat of the control apparatus 100.

The control process contents of the vehicle speed sensing unit 101 andthe gear shifting command generating unit 102 are likewise to those ofthe embodiment shown in FIG. 1 and thus are not describe herein.

Herein, the description will be oriented to the control of the clutch 10and the motor 27 in shifting the first gear driving state to the secondgear driving state.

When the gear shifting command generating unit 102 is served to outputthe gear shifting command Ss, as shown in FIG. 9, the mesh type clutch(hub 17) is made released so that the gear 18 is released from theoutput shaft 20. At a time, the clutch 25 is kept in the engagementstate by controlling the actuator 29. The torque of the motor 27 istransmitted in a path of the output shaft 26 of the motor 27, the clutch25, the gear 24, the gear 7, the input shaft 8, the gear 5, the gear 9,the clutch 10, and the output shaft 20 in this describing order. Thismakes it possible for the motor 27 to control the input shaft speed 8and thus to adjust the torque.

In gear shifting, by pressing the clutch 10 by controlling the actuator31, the torque of the engine 1 is transmitted to the output shaft 20through the gears 5 and 9. The pressure force of this clutch 10 allowsthe torque of the engine 1 to transmit as the driving torque of thevehicle_to the axle 22. Since the gear ratio is changed into a smallratio by means of the gears 5 and 9, the load of the engine 1 is madelarger so that the engine speed is made lower. The gear ratio of theoutput shaft 20 to the input shaft 8 comes closer to the second gearratio (smaller) rather than the first gear ratio.

At a time, the transmission path of the torque of the engine 1 iscomposed of the output shaft 3, the clutch 4, the gear 5, the gear 9,the clutch 10, and the output shaft 20. When the gear ratio of the inputshaft 8 to the output shaft 20 is made to be the second gear ratio, themesh type clutch is coupled to the gear 11 so that the gear 11 may belinked with the output shaft 20. At a time when the mesh type clutch iscoupled to the second gear state, the actuator 31 is controlled so thatthe pressure force of the clutch 10 is released and then the gearshifting is completed.

As set forth above, though the first gear state is released into theneutral state, the torques of the engine 1 and the motor 27 aretransmitted to the axle 22 through the output shaft 20 by means of theclutch 10 and the gears 5 and 9. Hence, the lowered value of the torquein the gear shifting can be corrected.

Then, the description will be oriented to the control method in gearshifting to be executed in the control apparatus of a vehicle accordingto this embodiment with reference to FIGS. 10 and 11. The controlprocess content in the lowered torque correcting unit 103 is likewise tothat described with reference to FIG. 5 and thus is not describedherein.

At first, the description will be oriented to the control processcontent to be executed by the revolution speed control unit 804 and thetorque adjusting unit 805 with reference to FIG. 10. FIG. 10 is aflowchart showing a control process to be executed by the revolutionspeed control unit 804 and the torque adjusting unit 805.

In step 1001, an operation is executed to determine whether or not therevolution speed ratio Rch of the I/O shafts derived on the basis of theengine speed Ne (the revolution speed Nin of the input shaft) and therevolution speed No of the output shaft stays in a predetermined range.If not, the process goes to a step 1002 in which the control process isexecuted by the revolution speed control unit 804, while if yes, theprocess goes to a step 1005 in which the process is executed by thetorque adjusting unit 805.

At first, the description will be oriented to the control processcontent of the revolution speed control unit 804 to be executed in steps1002 to 1004.

In the step 1002, an operation is executed to read the lowered torquecorrection Tc_ref derived by Tc_ref Tc_ff.

In the step 1003, an operation is executed to compute such a targettorque Tm_ref1 of the motor 27 as meeting the engine speed Ne forrealizing the predetermined revolution speed ratio Rch of the I/O shaftson the basis of the lowered torque correction Tc_ref read in the step1002.

In the step 1004, an operation is executed to output the target torqueTm_ref1 of the motor 27 derived in the step 1003. This target torqueTm_ref1 of the motor 27 is transmitted to the control device 35 throughthe LAN.

The control device 35 is served to control the motor 27 and the battery28 so that the motor 27 may reach the target torque Tm_ref1.

As set forth above, the revolution speed control unit 804 is served tocontrol the input shaft speed 8 in gear shifting so that the mesh typeclutch may be coupled to the second gear state. It further serves tosuppress the inertia torque in the second gear engagement and therebyimprove the gear shifting performance.

In turn, the description will be oriented to the control process of thetorque adjusting unit 805 to be executed in steps 1005 to 1007.

In the step 1005, an operation is executed to read the lowered torquecorrection Tc_ref derived by the expression of Tc_ref=Tc_ff+Tc_fb.

In the step 1006, an operation is executed to compute such a targettorque Tm_ref2 of the motor 27 as reducing a deviation between theoutput shaft torque after the gear shifting and the lowered toquecorrection Tc_ref, based on the lowered torque correction Tc_ref read inthe step 1005.

In the step 1007, the target torque Tm_ref2 of the motor 27 derived inthe step 1006 is outputted. This target torque Tm_ref2 of the motor 27is transmitted to the control device 35 through the LAN.

The control device 35 serves to control the motor 27 and the battery 28.so that the motor 27 may reach the target torque Tm_ref2.

As set forth above, the torque adjusting unit 805 is served to controlthe input shaft torque 8 at the termination of the gear shifting andthereby reduce a deviation between the lowered torque correction in thegear shifting and the output shaft torque 20 after the gear shifting,thereby lessening the torque abrupt change and improving the gearshifting performance.

In turn, the operation in the gear shifting will be described below.

FIG. 11 is a time chart showing the control state in the gear shifting.In FIG. 11, (A) denotes a gear shifting command Ss. (B) denotes a shiftlever position Ii corresponding to the mesh type clutch position. (C)denotes a revolution speed ratio Rch of the I/O shafts. (D) denotes atorque Tm of the motor 27. (E) denotes a torque Tc of the clutch 10. (F)denotes a torque Tout of the output shaft 20. In addition, an axis ofabscissa denotes a time.

As indicated in (A), when the second gear shifting command Ss isoutputted at the point a while the vehicle is running in the first gearstate, as indicated in (E), the torque Tc of the clutch 10 is graduallyincreased.

With increase of the torque Tc of the clutch 10, as indicated in (F),the torque Tout of the output shaft 20 is gradually decreased and at thepoint b, the mesh type clutch coupled to the first gear side may bereleased. This is because the torque transmitted by the gears 5 and 9serves to reduce the torque transmitted by the gears 7 and 18 to such avalue as releasing the mesh type clutch.

When the mesh type clutch enters into the releasing state, the actuator30 serves to release the mesh type clutch to be uncoupled from the firstgear side. Then, as indicated in (B), the shift lever position Ii entersinto the neutral state (in gear shifting) in which the actual gearshifting is started.

When the shift lever position Ii enters into the neutral state, asindicated in (E), the control of the clutch 10 is started to correct thelowered value of the torque in the gear shifting. Then, as indicated in(F), the lowered value of the output shaft torque 20 in gear shiftingcan be corrected by controlling the actuator 31 according to the targettorque Tc_ref=Tc_ff of the clutch 10 outputted by the lowered torquecorrecting unit 103.

At this time, since the torque transmitted through the clutch 10 is madeto be the output shaft torque 20, for reducing the abnormal feeling apassenger in the vehicle feels, it is preferable to provide the targettorque Tc_ref of the clutch 10 with a smooth characteristic. Further, inthe gear shifting, it is necessary to swiftly and smoothly control therevolution speed ratio Rch of the I/O shafts to be the second gear ratioR2.

As indicated in (D), therefore, an operation is executed to control themotor 27 and the battery 28 and thereby adjusting the engine speed Nefor achieving the target torque Tm_ref1 of the motor 27 outputted by therevolution speed control unit 804, thereby making the revolution speedratio Rch of the I/O shafts closer to the second gear ratio R2.

By this kind of control for the clutch 10 and the motor 27, as indicatedin (C), the revolution speed ratio Rch of the I/O shafts is made to beRch=R2 at the point c. For linking the mesh type clutch, however, it ispreferable to increase the engine speed Ne and suit the revolution speedratio Rch of the I/O shafts to the second gear ratio R2. The reason isas follows. Since the revolution speed No of the output shaft 20 isincreased by the lowered torque correction to be corrected in the gearshifting, if engagement operation of the mesh type clutch is made asdecreasing the input shaft speed 8, the torque interference takes placein the engaged portion of the mesh type clutch, so that the engagementof the mesh type clutch is made difficult. Hence, it is better to engagethe mesh type clutch as increasing the input shaft speed 8, because thetorque interference is reduced.

Since Rch<R2 at the point c or later, it is necessary to increase therevolution speed ratio Rch of the I/O shafts. However, immediatelybefore the engaging (between the points c and d), both the torque andthe revolution speed of the motor 27 are required to be controlled. Ifthe selected motor 27 allows either one of the torque control and therevolution speed control to be executed, it is necessary to adjust therevolution speed ratio Rch of the I/O shafts by means of the torque ofthe clutch 10. In the interval between the points c and d, therefore, anoperation is executed to add the revolution speed ratio FB target torqueTc_fb of the clutch 10 according to a deviation between the revolutionspeed ratio Rch of the I/O shafts and the second gear ratio R2 and toset the target torque of the clutch 10 to Tc_ref=Tc_ff+Tc_fb.

As set forth above, by feeding back the revolution speed ratio only inthe interval when the deviation between the revolution speed ratio Rchof the I/O shafts and the second gear ratio R2 is small, it is possibleto suppress the torque variation of the lowered torque correction in thegear shifting to a minimum and thereby alleviate the abnormal feeling apassenger in the vehicle feels. By the revolution speed ratio FB controlof the clutch 10, the revolution speed ratio Rch of the I/O shafts ismade to be Rch≈R2 on the increase and the mesh type clutch enters intothe state possible to couple to the second gear.

When the mesh type clutch enters into the second gear engage-able state,by controlling the actuator 30, the mesh type clutch is coupled to thesecond gear. At this time, it is preferable to reduce a deviationbetween Tc_ref=Tc_ff+Tc_fb corresponding to the lowered torquecorrection in the gear shifting and the output shaft torque 20 after thegear shifting (after coupled to the second gear), thereby lessening thetorque abrupt change of the output shaft 20 at the termination of thegear shifting.

The lowered torque correction in the gear shifting is determined by thetorque Tc of the clutch 10. The output shaft torque 20 after the gearshifting is determined by the torque Te of the engine 1, the torque Tmof the motor 27 and the second gear ratio R2. Hence, between the pointsc and d, the motor 27 and the battery 28 are controlled so that thetarget torque Tm_ref2 of the motor 27 may be achieved. In the gearshifting, the clutch 10 is in the slipping state. Hence, if a sum of thetorque Te of the engine 1 and the torque Tm of the motor 27 is greaterthan a predetermined value, the lowered torque correction in the gearshifting is determined by the torque Tc of the clutch 10. Hence, thetorque adjusting control at the termination of the gear shifting can beexecuted independently of the control for correcting the lowered torquecorrection in the gear shifting.

At the point d, the mesh type clutch is coupled to the second gear andthen the actual gear shift is completed. Upon completion of the gearshift, the torque Tm of the motor 27 is gradually returned to zero. Atthe point e, the gear shifting control is terminated.

As set forth above, according to this embodiment, in the gear shifting,an operation is executed to derive the lowered torque correction of theoutput shaft 20, control the input shaft speed 8 on the basis of thelowered torque correction, and adjust the input shaft torque 8 at thetermination of the gear shifting, thereby suppressing the torquevariation of the output shaft 20 and thereby improving the gear shiftingperformance.

The present invention is not limited to the system arrangement accordingto each of the foregoing embodiments. It may be the control apparatus ofa vehicle without using the motor 27. Further, the clutches 4 and 10 maybe any kind of friction clutch such as a dry type single plate clutch, amultiplate wet friction clutch and an electromagnetic clutch.

The clutch 25 may be any kind of clutch such as a dry type single plateclutch, a multiplate wet clutch, an electromagnetic clutch, and a meshtype clutch.

As set forth above, the invention is arranged to suppress the torquevariation of the output shaft caused by the control for the revolutionspeed in the gear shifting and adjust the input shaft torque at thetermination of the gear shifting, thereby reducing the torque abruptchange of the output shaft and improve the gear shifting performance ofa vehicle.

FIG. 12 is a block diagram showing a vehicle system and its controlapparatus according to another embodiment of the present invention.

A clutch 5 is located between an output shaft 2 of the engine 1 and afirst input shaft 6 of a gear type transmission 50 so that the torque ofthe engine 1 may be transmitted to the first input shaft 6. The clutch 5may be a multiplate wet type one. The hydraulic actuator 37 may be usedfor controlling the pressure force of the clutch 5. By adjusting thepressure force of the clutch 5, the power transmission between theoutput shaft 2 of the engine 1 and the first input shaft 6 isdisconnected.

A clutch 4 is located between the output shaft 2 of the engine and asecond input shaft 11 of the gear type transmission 50 so that thetorque of the engine 1 may be transmitted to the second input shaft 11.The clutch 4 may be a multiplate wet type one. The hydraulic actuator 36is used for controlling the pressure force. By adjusting the pressureforce of the clutch 4, the power transmission from the output shaft 2 ofthe engine 1 to the second input shaft 11 is disconnected.

The first input shaft 6 includes gears 7 and 8 fixed thereto. The secondinput shaft 11 includes gears 9 and 10 fixed thereto. Since the firstinput shaft 6 is hollow, the second input shaft 11 passes through thishollow portion so that the second input shaft 11 may be relatively movedin the rotating direction against the first input shaft 6.

The output shaft 2 of the engine 1 includes a gear 3 fixed thereto. Theoutput shaft 14 of the motor 15 is connected to a gear 12 provided withthe clutch 13. This gear 12 is constantly engaged with the gear 3. Theclutch 13 may be a dry type single plate one. The output torque of themotor 15 may be transmitted to the gear 12. The pressure force of thisclutch 13 may be controlled by the hydraulic actuator 38. By adjustingthe pressure force of the clutch 13, the power transmission from theoutput shaft 14 to the output shaft 2 of the engine 1 can bedisconnected.

The output shaft 31 of the gear type transmission 50 includes a gear 17provided with a toothed wheel 23 and a synchronizer ring 24, a gear 18provided with a toothed wheel 26 and a synchronizer ring 25, and a hub21 and a sleeve (not shown) for directly connecting between the gears 17and 18 and the output shaft 31. The gears 17 and 18 provide theirstoppers (not shown) so that they are not allowed to be moved in theaxial direction of the output shaft 31. The hub 21 includes a pluralityof grooves (not shown) to be engaged with a plurality of grooves (notshown) of the output shaft 31. This hub 21 is hence allowed to berelatively moved in the axial direction of the output shaft 31 but isengaged with the output shaft 31 so that it serves to limit the movementin the rotating direction. Hence, the torque of the hub 21 can betransmitted to the output shaft 31.

In order to transmit the torque from the first input shaft 6 to the hub21, it is necessary to move the hub 21 and the sleeve in the axialdirection of the output shaft 31 and directly couple the toothed wheel23 or 26 with the hub 21 through the synchronizer ring 24 or 25. The huband the sleeve are moved by the hydraulic actuator 39.

The torque transmitting device is composed of the hub 21 and the sleeve,the toothed wheel 23 and the synchronizer ring 24, and the toothed wheel26 and the synchronizer ring 25. The claw clutch mechanism served as thetorque transmitting device is referred to as a mesh type clutch.

The mechanism makes it possible to highly efficiently transmit theenergy from the power source such as the engine 1 to wheels 34 through adifferential device 32 and an axle 33, thereby aiding in lowering fuelconsumption.

Likewise, the output shaft 31 of the gear type transmission 50 includesa gear 17 provided with a toothed wheel 27 and a synchronizer ring 28, agear 20 provided with a toothed wheel 30 and a synchronizer ring 29, anda hub 22 and sleeve (not shown) for directly coupling the gear 19 withthe gear 20 and the output shaft 31. The gears 19 and 20 provide theirstoppers (not shown) in order that those gears may not move in the axialdirection of the output shaft 31. Further, the hub 22 includes grooves(not shown) to be engaged with a plurality of grooves (not shown) of theoutput shaft 31 inside thereof. This hub 22 is engaged with the outputshaft 31 so that it may be relatively moved in the axial direction ofthe output shaft 31 but limited to be moved in the rotating direction.Hence, the torque of the hub 22 is transmitted to the output shaft 31.

In order to transmit the torque from the second input shaft 31 to thehub 22, it is necessary to move the hub 22 and the sleeve in the axialdirection of the output shaft 31 and directly couple the toothed wheel27 or 30 with the hub 22 through the synchronizer ring 28 or 29. The hub22 and the sleeve are moved by the hydraulic actuator 40.

The gear type transmission 50 is constructed so that a toothed wheelsequence composed of the gears 8 and 18 corresponds to the first gear, atoothed wheel sequence composed of the gears 10 and 20 corresponds tothe second gear, a toothed wheel sequence composed of the gears 7 and 17corresponds to the third gear, and a toothed wheel sequence composed ofthe gears 9 and 19 corresponds to the fourth gear.

In the engine 1, the intake air flow is controlled by the electroniccontrol throttle 35 provided in an intake pipe (not shown) so that thefuel injection system (not shown) may inject the fuel corresponding tothe intake air flow. Further, the ignition timing is determined on somesignals indicating the air/fuel ratio, determined on the air amount andthe fuel amount, and the engine speed Ne, and then the ignition system(not shown) is ignited.

The fuel injection system may be an intake port injection system inwhich fuel is injected to the intake port or an in-cylinder injectionsystem in which fuel is directly injected to the inside of the cylinder.The preferable system is a system that serves to compare the drivingarea requested by the engine (area determined by the engine torque andthe engine speed) for lowering the fuel consumption and enhancing theexhaust performance.

Next, the description will be oriented to the control apparatus 100 forcontrolling the engine 1, the actuators 36, 37, 38, 39, 40 and the motor15.

The control apparatus 100 is inputted with an accelerator pedal depressamount signal α, a shift lever position signal Ii, an engine speedsignal Ne sensed by the sensor 44, a revolution speed signal Nin1 of thefirst input shaft sensed by the sensor 45, a revolution speed signalNin2 of the second input shaft sensed by the sensor 46, and a revolutionspeed signal No of the output shaft sensed by the sensor 47. Then, thiscontrol apparatus 100 is served to compute the torque Te of the engine 1and then transmit it to the control device 41 through the LAN served asa communication medium. The control device 41 is served to compute sucha throttle valve opening angle, a fuel amount and an ignition timing asmeeting the received engine torque Te, for controlling the correspondingactuator (for example, an electronic control throttle).

Further, the control apparatus 100 is served to compute the torque andthe revolution speed of the motor 15 and then transmit them to thecontrol device 42 through the LAN, for controlling the motor. Thecontrol device 42 is served to charge the battery 16 with an electricpower supplied from the motor 15 and then enable the battery 16 tosupply an electric power for driving the motor 15.

In turn, the arrangement of the control apparatus 100 will be describedwith reference to FIG. 13. The control apparatus 100 includes a vehiclespeed sensing unit 101, a gear shifting command generating unit 102, alowered torque correcting unit 103, a revolution speed control unit 104,and a torque adjusting unit 105.

The vehicle speed sensing unit 101 serves to compute the vehicle speedVsp based on the revolution speed No of the output shaft sensed by thesensor 47 by means of a function f: Vsp=f(No)

The gear shifting command generating unit 102 is served to determine thegear shifting command Ss on the basis of the inputted accelerator pedaldepress amount α1 and the vehicle speed Vsp sensed by the vehicle speedsensing unit 101. This gear shifting command Ss is selected from thevalues for meeting a maximum efficiency of the engine 1 and the motor15, which have been derived by an experiment or simulation and stored inthe storage unit (not shown) located in the control apparatus 100.

Then, the description will be oriented to a torque transmitting pathcomposed when the gear stage is changed from the first gear drivingstate to the third gear one with reference to FIGS. 14, 15 and 16.

FIG. 14 is an explanatory view showing the first gear driving state inthe case of accelerating a vehicle when it is run by the driving forceof the engine 1, in which a dotted arrow indicates a transmission pathof the torque. As an example, it is assumed that a clutch 5 is engagedand a hub 21 is linked with a gear 18. In this state, the torque of theengine 1 is transmitted to an output shaft 31 through an output shaft 2,a clutch 5, a first input shaft 6, a gear 8, a gear 18, and a hub 21. Atthis time, the clutch 4 is released, so that the hub 22 may be coupledwith the gear 19.

When the gear shifting command generating unit 102 outputs a gearshifting command Ss for executing the first to the third gear shifting,as shown in FIG. 15, the hub 21 is released so that the gear 18 may bereleased from the output shaft 31. At a time, the actuator 36 iscontrolled so that the clutch 4 is pressed onto the output shaft 2. Thispressing engagement allows the output torque of the engine 1 to betransmitted from the output shaft 2 to the output shaft 31 through aclutch 4, a second input shaft 11, a gear 9, a gear 19, and a hub 22. Ina case that the pressing force of the clutch 4 serves to transmit thetorque of the engine 1 to the axle 33 for driving the vehicle, the useof the gears 9 and 19 makes the gear ratio smaller, thereby making theload of the engine 1 and thereby the revolution speed lower. Thisresults in making the gear ratio of the output shaft 31 to the firstinput shaft 6 closer to the third gear ratio (that is, smaller) ratherthan the first gear ratio.

Herein, when the gear ratio of the first input shaft 6 to the outputshaft 31 is made to be the third gear ratio, as shown in FIG. 16, thehub 21 is coupled with the gear 17 so that the gear 17 may be coupledwith the output shaft. Upon completion of this engagement, the actuator36 is controlled so that the pressure force of the clutch 4 may bereleased. Then, the gear shifting from the first gear to the third gearis completed In the third gear driving state, the torque of the engine 1is transmitted in a path composed of the output shaft 2, the clutch 5,the first input shaft 6, the gear 7, the gear 17, the hub 21, and theoutput shaft 31 in this describing order.

As set forth above, when the jumped gear shifting is caused, the firstgear state is released so that the gear is in the neutral state. At thistime, since the torque of the engine 1 is transmitted to the axle 33 bymeans of the clutch 4 and the gears 9 and 19, the lowered torque in thejumped gear shifting of the system may be corrected.

Then, with reference to FIGS. 17 to 19, the description will be orientedto the control method in gear shifting to be executed in the controlapparatus of a vehicle according to this embodiment.

At first, the description will be oriented to the control processcontent to be executed by the lowered torque correcting unit 103.

FIG. 17 is a flowchart showing a control process to be executed by thelowered torque correcting unit 103.

In step 1701, an operation is executed to read the gear shifting commandSs outputted from the gear shifting command generating unit 102. In step1702, an operation is executed to read torque Tel of the engine 1 beforethe gear shifting (the first gear) transmitted from the control device41 through the LAN. In step 1703, an operation is executed to computetorque out1 of the output shaft 31 before the gear shifting (first gear)on the basis of the torque Tel of the engine before the gear shifting,the torque having been read in the step 1702.

In step 1704, an operation is executed to compute the FF (Feed Forward)target torque Tc_ff of the clutch 4, based on the torque out1 of theoutput shaft 31 computed in the step 1703. Assuming that the first gearratio is R1, the third gear ratio is R3, the engine speed before thegear shifting is Ne1, and the engine speed after the gear shifting (thethird gear) is Ne3, the engine speed Ne3 after the gear shifting may bepresumed as Ne3≈Ne1*(R3/R1). Then, the engine torque after the gearshifting can be derived according to the presumed engine speed Ne3 andthe throttle opening angle. Hence, the torque Tout3 of the output shaftafter the gear shifting can be presumed. According to this presumedTout3, the FF target torque Tc_ff of the clutch 4 can be computed.

In step 1705, it is determined whether or not the revolution speed ratioRch of the I/O shafts derived from the engine speed Ne (the revolutionspeed Nin1 of the first input shaft)and the revolution speed No of theoutput shaft stays in a predetermined range. If not, the process goes toa step 1706, while if yes, the process goes to a step 1707.

In the step 1706, during the gear shifting, if the revolution speedratio Rch of the I/O shafts does not stay in the predetermined range,the lowered torque correction Tc_ref in the gear shifting is computed asTc_ref=Tc_ff. In the step 1707, during the gear shifting, if the ratioRch stays in the predetermined range, an operation is executed to feedback a deviation between a target revolution speed ratio correspondingto the third gear ratio and the revolution speed ratio Rch of the I/Oshafts and then compute the target torque Tc_fb of the revolution speedratio FB (Feed Back) of the clutch 4 based on the deviation. At a time,it is possible to compute the target engine speed (the first input shaftspeed), feed back the engine speed Ne, and then compute the FB targettorque Tc_fb of the revolution ratio of the clutch 4.

In the step 1708, the lowered torque correction Tc_ref in the gearshifting is computed as Tc_ref=Tc_FF+Tc_fb. In step 1709, the loweredtorque correction Tc_ref in the gear shifting derived in the steps 1706and 1708 is outputted as the target torque of the clutch 4. Theoutputted lowered torque correction Tc_ref is transmitted to the controldevice 43 through the LAN.

The control device 43 is served to hydraulically drive the actuators 36to 40. It is served to adjust the pressure force of the clutch forcorrecting the lowered value of the torque in the gear shifting bycontrolling the actuator 36, based on the value of Tc_ref.

As set forth above, the lowered torque correcting unit 103 is served tocorrect the lowered value of the output shaft torque 31 in the gearshifting and then improve the gear shifting performance.

In turn, the description will be oriented to the control process contentin the revolution speed control unit 104 and the torque adjusting unit105.

FIG. 18 is a flowchart showing a control process to be executed by therevolution speed control unit 104 and the torque adjusting unit 105.

In step 1801, it is determined whether or not the revolution speed ratioRch of the I/O shafts derived on the engine speed Ne (the revolutionspeed Nin1 of the first input shaft) and the revolution speed No of theoutput shaft stays in the predetermined range. If not, the process goesto a step 1802 in which the control process is executed by therevolution speed control unit 104, while if yes, the process goes to astep 1805 in which the control process is executed by the torqueadjusting unit 105.

At first, the description will be oriented to the control processcontent of the revolution speed control unit 104 to be executed in thesteps 1802 to 1804. In the step 1802, an operation is executed to readthe lowered torque correction Tc_ref derived by Tc_ref=Tc_ff. In thestep 1803, an operation is executed to compute the target torque Tc_ref1of the engine 1 that reaches such an engine speed Ne as realizing thepredetermined revolution speed ratio Rch of the I/O shafts, based on thelowered torque correction Tc_ref read in the step 1802.

In the step 1804, an operation is executed to output the target torqueTe_ref1 of the engine 1 derived in the step 1803. The outputted targettorque Te_ref1 is transmitted to the control device 41 through the LAN.

The control device 41 is served to control the electronic controlthrottle 35 so that the engine 1 may reach the target torque Te_ref1.

Further, in the revolution speed control unit 104, in order to achievethe target torque Te_ref1 of the engine 1, it may be possible to controlthe air/fuel ratio of the engine 1 or control an ignition timing.

As described above, by controlling the engine speed Ne (the revolutionspeed Nin1 of the first input shaft 6) in the gear shifting by means ofthe revolution speed control unit 104, it is possible to couple the meshtype clutch to the third gear and suppress the inertia torque incoupling with the third gear, thereby improving the gear shiftingperformance.

In turn, the description will be oriented to the control process contentof the torque adjusting unit 105 to be executed in the steps 1805 to1807. In the step 1805, an operation is executed to read the loweredtorque correction Tc_ref derived by Tc_ref=Tc_ff+Tc_fb. In the step1806, an operation is executed to compute such a target torque Te_ref2of the engine 1 as reducing a deviation between the output shaft torqueafter the gear shifting and the lowered torque correction Tc_ref, basedon the lowered torque correction Tc_ref read in the step 1805.

In the step 1807, an operation is executed to output the target torqueTe_ref2 of the engine 1 derived in the step 1806. The outputted targettorque Te_ref2 of the engine 1 is transmitted to the control device 41through the LAN.

The control device 41 is served to control the electronic controlthrottle 35 so that the engine 1 may reach the target torque Te_ref2.

Further, in the torque adjusting unit 105, in order to achieve thetarget torque Te_ref2 of the engine 1, it may be possible to control anair/fuel ratio of the engine 1 or control an ignition timing.

As set forth above, in the torque adjusting unit 105, by controlling thefirst input shaft torque 6 at the termination of the gear shifting, itis possible to reduce a deviation between the lowered torque correctionin the gear shifting and the output shaft torque 31 after the gearshifting, thereby reducing the torque abrupt change and improving thegear shifting performance.

Then, the operation in the gear shifting will be described below.

FIG. 19 is a time chart showing the control state in the gear shifting.In FIG. 19, (A) indicates a gear shifting command Ss. (B) indicates ashift lever position Ii corresponding to the mesh type clutch position.(C) indicates the revolution speed ratio Rch of the I/O shafts. (D)indicates a throttle opening angle θ. (E) indicates a torque Tc of theclutch 4. (F) indicates a torque Tout of the output shaft 31. Inaddition, an axis of abscissa denotes a time.

As indicated in (A), the gear shifting is started when the gear shiftingcommand Ss to the third gear state is outputted at the point a when avehicle is running in the first gear state. As indicated in (E), thetorque Tc of the clutch 4 is gradually increased.

With increase of the torque Tc of the clutch 4, as indicated in (F), thetorque Tout of the output shaft 31 is gradually decreased, and at thepoint b, the mesh type clutch coupled with the first gear side isreleasable. The torque transmitted through the gears 9 and 19 serves toreduce the torque transmitted through the gears 8 and 19 into such avalue as releasing the mesh type clutch.

When the mesh type clutch is made releasable, by controlling theactuator 39, the mesh type clutch coupled to the first gear side isreleased. As indicated in (B), the shift lever position Ii enters into aneutral state (under the gear shifting) and then the actual gear shiftis started.

When the shift lever position Ii is in the neutral state, as indicatedin (E), the control of the clutch 4 is started for correcting thelowered value of the torque in the gear shifting. Then, by controllingthe actuator 36 according to the target torque Tc_ref=Tc_ff of theclutch 4 outputted from the lowered torque correcting unit 103, asindicated in (F) the lowered value of the output shaft torque 31 in thegear shifting may be corrected.

At a time, since the torque transmitted through the clutch 4 is made tobe the output shaft torque 31, for reducing the abnormal feeling apassenger in a vehicle feels, it is preferable to provide the targettorque Tc_ref of the clutch 4 with a smooth characteristic. Further,during the gear shifting, it is necessary to swiftly and smoothlycontrol the revolution speed ratio Rch of the I/O shafts to be the thirdgear ratio R3.

Hence, for achieving the target torque Te_ref1 of the engine 1 outputtedby the revolution speed control unit 104, as indicated in (D), anoperation is executed to control the throttle opening angle as θ=θ_ref1for adjusting the engine speed Ne and make the revolution speed ratioRch of the I/O shafts closer to the third gear ratio.

By this control for the clutch 4 and the electronic control throttle 35,as indicated in (C), the revolution speed ratio Rch of the I/O shafts ismade to be Rch=R3 at the point c. For engaging the mesh type clutch, itis preferable to increase the engine speed Ne (the revolution speed Nin1of the first input shaft 6) and to suit the revolution speed ratio Rchof the I/O shafts to the third gear ratio R3. The reason is as follows.Since the revolution speed No of the output shaft 31 is increased by thelowered torque correction corrected during the gear shifting, if theengagement of the mesh type clutch as decreasing the first input shaftspeed 6 is made difficult because the torque interference takes place inthe engaged portion of the mesh type clutch. Hence, the engagement ofthe mesh type clutch as increasing the first input shaft speed 6suppresses the torque interference more.

Since Rch<R3 at the point c, it is necessary to increase the revolutionspeed ratio Rch of the I/O shafts. Immediately before the engagement(between the points c and d), the control of the engine torque Te isslightly delayed in response. Hence, it is preferable to adjust therevolution speed ratio Rch of the I/O shafts by the torque of the clutch4. Hence, in the interval between the points c and d, an operation isexecuted to add the revolution speed ratio FB target torque Tc_fb of theclutch 4 according to a deviation between the revolution speed ratio Rchof the I/O shafts and the third gear ratio R3 and then to set the targettorque of the clutch 4 to Tc_ref=Tc_ff+Tc_fb.

As described above, only in the interval when the deviation between therevolution speed ratio Rch of the I/O shafts and the third gear ratio R3is small, by feeding back the revolution speed ratio, it is possible tosuppress the torque variation of the lowered torque correction in thegear shifting to a minimum and alleviate the abnormal feeling apassenger in a vehicle feels. By this revolution speed ratio FB controlof the clutch 4, the revolution speed ratio Rch of the I/O shafts ismade to be Rch≈R3 as it is increasing, so that the mesh type clutch maybe coupled with the third gear.

When the mesh type clutch is to be coupled with the third gear state, bycontrolling the actuator 39, the mesh type clutch is coupled with thethird gear. At this time, by reducing a deviation between the loweredtorque correction Tc_ref=Tc_ff+Tc_fb in the gear shifting and the outputshaft torque 31 after the gear shifting (after linked with the thirdgear), it is preferable to reduce the torque abrupt change of the outputshaft 31 at the termination of the gear shifting.

The lowered torque correction in the gear shifting is determined by thetorque Tc of the clutch 4. The output shaft torque 31 after the gearshifting is determined by the torque Te of the engine 1 and the threegear ratio R3. Hence, between the points c and d, for achieving thetarget torque Te ref2 of the engine 1, the throttle opening angle iscontrolled to be θ=θ_ref2. During the gear shifting, the clutch 4 ismade slipping. Hence, if the torque Te of the engine 1 is greater than apredetermined value, the lowered torque correction in the gear shiftingis determined by the torque Tc of the clutch 4. Hence, the torqueadjusting control at the termination of the gear shifting can beexecuted independently of the lowered torque correction control in thegear shifting.

At the point d, the mesh type clutch is coupled with the third gear andthe actual gear shifting is completed. Then, the throttle angle be θ isgradually returned to the opening angle before the gear shifting. At thepoint e, the gear shifting control is terminated.

As set forth above, according to this embodiment, in the gear shifting,it is possible to derive the lowered torque correction of the outputshaft 31 in the gear shifting, control the first input shaft speed 6 onthe basis of the lowered torque correction, and adjust the first inputshaft torque 6 at the termination of the gear shifting, therebysuppressing the torque variation of the output shaft 31.

In turn, the description will be oriented to the arrangement of thecontrol apparatus of a vehicle according to another embodiment of theinvention with reference to FIGS. 20 to 23.

FIG. 20 is a block diagram showing the control apparatus according tothis embodiment. The overall system arrangement in the vehicle islikewise to that of the embodiment shown in FIGS. 12 and 13 and thus isnot described herein. The same components as those of the embodimentshown in FIGS. 12 and 13 have the same reference numbers.

The control apparatus 2000 includes a vehicle speed sensing unit 101, agear shifting command generating unit 102, a lowered torque correctingunit 103, a revolution speed control unit 2004, and a torque adjustingunit 2005. The control apparatus 2000 can be realized by the samecomputer as the control apparatus 100.

The control process contents to be executed by the gear shifting sensingunit 101 and the gear shifting command generating unit 102 are likewiseto those of the embodiment shown in FIG. 13 and thus are not describedherein.

Herein, the description will be oriented to the control of the clutch 4and the motor 15 in shifting the first gear driving state to the thirdgear driving state with reference to FIG. 21.

When the gear shifting command Ss is outputted from the gear shiftingcommand generating unit 102, as shown in FIG. 21, the mesh type clutch(hub 21) is released and then the engagement of the gear 18 with theoutput shaft 31 is released. At this time, the clutch 13 is beingengaged by the control of the actuator 38. The torque of the motor 15 istransmitted in a path composed of the output shaft 14 of the motor 15,the clutch 13, the gear 12 and the gear 3 in the describing order. Thismakes it possible to control the engine speed Ne (the first input shaftspeed 6) and adjust the first input shaft torque 6.

During the gear shifting, when the clutch 4 is pressed onto the outputshaft of the engine 1 by controlling the actuator 36, the torque of theengine 1 is transmitted to the output shaft 31 through the gears 9 and19. The pressure force of this clutch 4 serves to transmit the torque ofthe engine 1 to the axle 33 so that this torque drives the vehicle.Since the use of the gears 9 and 19 makes the gear ratio smaller, theload burdened on the engine 1 becomes larger accordingly. Hence, theengine speed is made lower, so that the gear ratio of the output shaft31 to the first input shaft 6 is made closer to the third gear ratio(smaller) rather than the first gear ratio.

At this time, the torque of the engine 1 is transmitted in a pathcomposed of the output shaft 2 of the engine 1, the clutch 4, the gear9, the gear 19, the hub 22, and the output shaft 31 in this describingorder. Herein, when the gear ratio of the first input shaft 6 to theoutput shaft 31 is changed into the third gear ratio, the mesh typeclutch (hub 21) is coupled with the gear 17 and then the gear 17 iscoupled with the output shaft 31. At a time when the mesh type clutch iscoupled with the third gear, the actuator 36 is controlled to releasethe pressure force of the clutch 4 and then complete the gear shifting.

As set forth above, during the gear shifting, the mesh type clutch isreleased from the first gear and enters into the neutral state. Thetorque of the engine 1 and the motor 15 is transmitted to the axle 33through the output shaft 31 by means of the clutch 4 and the gears 9 and19. Hence, the lowered value of the torque in the gear shifting may becorrected.

Herein, the description will be oriented to the control method in thegear shifting to be executed by the control apparatus of a vehicleaccording to this embodiment with reference to FIGS. 22 and 23. Inaddition, the control process content in the lowered torque correctingunit 103 is likewise to that described with reference to FIG. 17 andthus is not described herein.

At first, the description will be oriented to the control processcontent in the revolution speed control unit 2004 and the torqueadjusting unit 2005 with reference to FIG. 22. FIG. 22 is a flowchartshowing a control process in the revolution speed control unit 2201 andthe torque adjusting unit 2202.

In step 2201, it is determined whether or not the revolution speed ratioRch of the I/O shafts derived on the engine speed Ne (the revolutionspeed Nin1 of the first input shaft) and the revolution speed No of theoutput shaft stays in the predetermined range. If not, the process goesto a step 2202 in which the control process is executed by therevolution speed control unit 2004, while if yes, the process goes to astep 2205 in which the process is executed by the torque adjusting unit2005.

At first, the description will be oriented to the control processcontent of the revolution speed control unit 2004 to be executed insteps 2202 to 2204.

In the step 2202, an operation is executed to read the lowered torquecorrection Tc_ref derived by the expression of Tc_ref=Tc_ff. In the step2203, an operation is executed to compute such a target torque Tm_ref1of the motor 15 as achieving the engine speed Ne for realizing thepredetermined revolution speed Rch of the I/O shafts, based on thelowered torque correction Tc_ref read in the step 2202. In the step2204, an operation is executed to output the target torque Tm_ref1 ofthe motor 15 derived in the step 2203. The target torque Tm ref1 of themotor 15 is transmitted to the control device 42 through the LAN. Thecontrol device 42 is served to control the motor 15 and the battery 16so that the motor 15 reaches the target torque Tm_ref1.

As set forth above, in the revolution speed control unit 2004, thisembodiment makes it possible to control the first input shaft speed 6 inthe gear shifting and couple the mesh type clutch to the third gear,thereby suppressing the inertia torque appearing in engagement of themesh type clutch to the third gear and improving the gear shiftingperformance.

In turn, the description will be oriented to the control process of thetorque adjusting unit 2005 to be executed in steps 2205 to 2207.

In the step 2205, an operation is executed to read the lowered torquecorrection Tc_ref derived by Tc_ref=Tc_ff+Tc_fb. In the step 2206, anoperation is executed to compute the target torque Tm_ref2 of the motor15 for reducing a deviation between the output shaft torque after thegear shifting and the lowered torque correction Tc_ref, based on thelowered torque correction Tc_ref read in the step 2205.

In the step 2207, an operation is executed to output the target torqueTm_ref2 of the motor 15 derived in the step 2206. The target torqueTm_ref2 of the motor 15 is transmitted to the control device 42 throughthe LAN.

The control device 42 serves to control the motor 15 and the battery 1so that the motor 15 reaches the target toque Tm_ref2.

As set forth above, in the torque adjusting unit 2005, it is possible tocontrol the first input shaft torque 6 at the termination of the gearshifting for reducing a deviation between the lowered torque correctionin the gear shifting and the output shaft torque 31 after the gearshifting, thereby lessening the torque abrupt change and improving thegear shifting performance.

In turn, the description will be oriented to the operation in the gearshifting.

FIG. 23 is a time chart showing the control state in the gear shifting,in which figure (A) indicates a gear shifting command Ss, (B) indicatesa shift lever position Ii corresponding to the mesh type clutchposition, (C) indicates the revolution speed ratio Rch of the I/Oshafts, (D) indicates the torque Tm of the motor 15, (E) indicates thetorque Tc of the clutch 4, (F) indicates the torque Tout of the outputshaft 31, and an axis of abscissa denotes a time.

As indicated in (A), when the command Ss of gear shifting to the thirdgear is outputted at the point a while a vehicle is running at the firstgear, the gear shifting control is started, when as indicated in (E),the torque Tc of the clutch 4 is gradually increased.

With increase of the torque Tc of the clutch 4, as indicated in (F), thetorque Tout of the output shaft 31 is gradually decreased. At the pointb, the mesh type clutch coupled to the first gear side enters into thereleasable state. This is because the torque transmitted through thegears 9 and 19 serves to reduce the torque transmitted through the gears8 and 18 into such a value as releasing the mesh type clutch.

When the mesh type clutch may be released, the actuator 39 is controlledso that the mesh type clutch coupled to the first gear side may bereleased and as indicated in (B), the shift lever position Ii entersinto the neutral position (gear shifting state) and then the actual gearshift is started.

When the shift lever position Ii enters into a neutral position, asindicated in (E), the control of the clutch 4 is started for correctingthe lowered value of the torque in the gear shifting. By controlling theactuator 36 according to the target torque Tc_ref=Rc_ff of the clutch 4outputted from the lowered torque correcting unit 103, as indicated in(F), the lowered value of the output shaft torque 31 can be correctedduring the gear shifting.

At this time, the torque transmitted through the clutch 4 is made to bethe output shaft torque 31. For reducing the abnormal feeding apassenger in a vehicle feels, therefore, it is preferable to provide thetarget torque Tc_ref of the clutch 4 with a smooth characteristic.Further, during the gear shifting, it is necessary to swiftly andsmoothly control the revolution speed ratio Rch of the I/O shafts to bethe third gear ratio R3.

As indicated in (D), therefore, the motor 15 and the battery 16 arecontrolled so that the target torque Tm_ref1 of the motor 15 outputtedfrom the revolution speed control unit 2004 reaches the target torqueTm_ref1. This control makes it possible to adjust the engine speed Ne,thereby making the revolution speed ratio Rch of the I/O shafts closerto the third gear ratio R3.

As mentioned above, by controlling the clutch 4 and the motor 15, asindicated in (C), the revolution speed ratio Rch of the I/O shafts ismade to be Rch=R3 at the point c. For linking the mesh type clutch withthe shaft, it is preferable to increase the engine speed Ne and suit therevolution speed ratio Rch of the I/O shafts to the third gear ratio R3.The revolution speed No of the output shaft 31 is increased by thelowered torque correction corrected during the gear shifting. Hence, totry to realize the engagement when the first input shaft speed 6 isgoing to decrease, the torque interference takes place in the engagedportion of the mesh type clutch, so that the linkage is difficult to bedone. It is thus better to link the mesh type clutch as increasing thefirst input shaft speed 6, because the torque interference is reduced.

Since Rch<R3 at the point c or later, it is necessary to increase therevolution speed ratio Rch of the I/O shafts. Immediately before thelinkage (between the points c and d), it is necessary to control boththe torque and the revolution speed of the motor 15. If the selectedmotor 15 can execute either one of the torque control and the revolutionspeed control, it is necessary to adjust the revolution speed ratio Rchof the I/O shafts through the effect of the torque of the clutch 4.Hence, in the interval between the points c and d, it is necessary toadd the FB target Tc_fb of the revolution speed ratio of the clutch 4according to the deviation between the revolution speed ratio Rch of theI/O shafts and the third gear ratio R3 and to set the target torque ofthe clutch 4 to Tc_ref=Tc_ff+Tc_fb.

As described above, by feeding back the revolution speed ratio only inthe interval when a small deviation takes place between the revolutionspeed ratio Rch of the I/O shafts and the third gear ratio R3, it ispossible to suppress the torque variation of the lowered torquecorrection in the gear shifting to a minimum and thereby alleviate theabnormal feeding a passenger in a vehicle feels. The control for therevolution speed ratio FB of the clutch 4 makes it possible to realizeRch≈R3 with increase of the revolution speed ratio Rch of the I/Oshafts, thereby forcing the mesh type clutch into the engageable stateto the third gear.

When the mesh type clutch enters into the engage-able state to the thirdgear, by controlling the actuator 39, the mesh type clutch is linked tothe third gear. At this time, it is preferable to reduce a deviationbetween Tc_ref=Tc_ff+Tc_fb corresponding to the lowered torquecorrection in the gear shifting and the output shaft torque 31 after thegear shifting (coupled to the third gear), thereby lessening the torqueabrupt change of the output shaft 31 at the termination of the gearshifting.

The lowered torque correction in the gear shifting is determined by thetorque Tc of the clutch 4. The output shaft torque 31 after the gearshifting is determined by the torque Te of the engine 1, the torque Tmof the motor 15 and the third gear ratio R3. Between the points c and d,therefore, the motor 15 and the battery 16 are controlled so that themotor 15 reaches the target torque Tm_ref2. During the gear shifting,the clutch 4 is in the slipping state. Hence, if a sum of the torque Teof the engine 1 and the torque Tm of the motor 15 is greater than apredetermined value, the lowered torque correction in the gear shiftingis determined by the torque Tc of the clutch 4. It means that the torqueadjusting control at the termination of the gear shifting can beexecuted independently of the lowered torque correcting control in thegear shifting.

At the point d, the mesh type clutch is coupled to the third gear, andthe actual gear shifting is completed. Upon completion of the gearshifting, the torque Tm of the motor 15 is gradually returned to zero,and at the point e, the control for the gear shifting is finished.

As described above, in the gear shifting, this embodiment makes itpossible to derive the lowered torque correction of the output shaft 31in the gear shifting, control the input shaft speed 6 based on thislowered torque correction, and adjust the first input shaft torque 6 atthe termination of the gear shifting, thereby suppressing the torquevariation of the output shaft 31 and the gear shifting performance.

The present invention is not limited to the system arrangement accordingto the foregoing embodiments. The present invention may be applied to acontrol apparatus of a vehicle without motor 15. In addition, the clutch4 or 5 may be any kind of friction clutch such as a dry type singleplate clutch, a multiplate wet friction clutch or an electromagneticclutch. The clutch 13 may be any kind of clutch such as a dry typesingle plate clutch, a multiplate wet clutch, an electromagnetic clutchor the mesh type clutch.

In turn, the description will be oriented to the arrangement of thecontrol apparatus of a vehicle according to another embodiment of theinvention.

FIG. 24 is a block diagram showing a control apparatus according to thisembodiment. The overall system arrangement of the vehicle is likewise tothat of the embodiment shown in FIG. 1 and thus is not described herein.The same components of this embodiment as those of the embodiment shownin FIG. 1 have the same reference numbers in the following description.

Next, the description will be oriented to a control apparatus 2400 ofcontrolling an engine 1, actuators 29, 30, 31 and 32, and a motor 27with reference to FIG. 25.

The control apparatus 2400 is inputted with an accelerator pedal depressamount signal α, a shift lever position signal Ii, an engine speed Nesensed by a sensor 37, a revolution speed signal Nin of the input shaftsensed by a sensor 36, and a revolution speed signal No of the outputshaft sensed by a sensor 13. Then, this control apparatus 2400 is servedto compute the torque Te of the engine 1 and transmit it to the controldevice 34 through the LAN served as communicating means. The controldevice 34 serves to compute such a throttle valve opening angle, a fuelamount and an ignition timing as achieving the received engine torque Teand then to control the corresponding actuators (for example, theelectronic control throttle 2).

Further, the control apparatus 2400 serves to compute the torque and therevolution speed of the motor 27 and transmit them to the control device35 through the LAN for controlling the motor thereon. The control device35 serves to charge the battery with an electric power fed by the motor27 and supply an electric power from the battery 28 for driving themotor 27. The control apparatus 2400 may be realized by the similarcomputer to that of the control apparatus 100.

The vehicle speed sensing unit 101, the gear shifting command generatingunit 102, the lowered torque correcting unit 103, the revolution speedcontrol unit 104, and the torque adjusting unit 105 are likewise tothose of the control apparatus 100 shown in FIG. 1 and thus are notdescribed herein.

Next, the description will be oriented to a torque variation suppressingunit 2401 located in the control apparatus 2400.

FIG. 26 is a time chart showing a control state in the gear shifting, inwhich figure (A) indicates a gear shifting command Ss, (B) indicates ashift lever position Ii corresponding to the mesh type clutch position,(C) indicates a revolution speed ratio Rch of the I/O shafts, (D)indicates a throttle opening angle θ, (E) indicates a torque Tc of theclutch 10, (F) indicates a torque Tout of the output shaft 20, (G)indicates a torque Tc_STA of the advancing clutch 4, and an axis ofabscissa denotes a time. The operation method in the gear shifting islikewise to the method shown in FIG. 7 and thus is not described herein.

When the mesh type clutch is engaged at the point d shown in FIG. 26,the adverse effect given by the control error and the variety of oilpressure brings about a vibrating torque variation (axial vibration) asindicated by a real line of (F) by means of the inertia torque of theengine 1 based on the deviation between Rch and R2 if the revolutionspeed ratio Rch of the I/O shafts shown in (C) is not suited to thesecond gear ratio R2. At this time, the clutch 4 enters into theengagement state. Assuming that the inertia of the engine 1 is Ie, theengine speed is Ne and the engine torque is Te, the torque Tintransmitted to the input shaft 8 is represented by the followingexpression (1).

Tin=Te Ie(d/dt)Ne  1)

If the revolution speed ratio Rch of the I/O shafts is not suited to thesecond gear ratio R2, the engine speed NE is abruptly changed. Hence,the inertia torque Ie (d/dt)Ne is increased and thus Tin is abruptlychanged. As a result, the torque variation (axial vibration) caused bythe inertia torque is generated. In order to avoid this shortcoming, anoperation is executed to adjust the pressure force of the advancingclutch (clutch 4) as indicated in (G) of FIG. 26 on the basis of thegear shifting command Ss outputted from the gear shifting commandgenerating unit 102, lowering the advancing clutch torque TC_STA fromTc_STA_On (engage) to Tc_STA_Slip (slip). By slipping the clutch 4, thechange of the engine speed Ne may be lowered when the mesh type clutchis engaged. At this time, the start clutch torque Tc_STA may bemaintained in Tc_STA_On (engage) by initial stage of the gear shiftingas shown in the dotted line in the drawing, and may be maintained inTc_STA_On by the gear shifting as shown in the solid line in thedrawing. This control for slip of the clutch 4 is preferable to bestarted before the mesh type clutch is engaged, that is before acompletion of the gear shifting, in consideration of the response of theactuator 32 of the clutch 4. Further, after the mesh type clutch isengaged at point (d) and the gear shifting is completed, the startclutch torque Tc_STA is gradually increased from Tc_STA_Slip (slip) toTc STA_On (engage) so as to engage the start clutch and complete theshift control.

In addition, the torque variation may be suppressed by the motor 27.FIG. 27 is a control block diagram showing the control apparatus 2400 inthe case of using the motor 27.

The vehicle speed sensing unit 101, the gear shifting command generatingunit 102, the lowered torque correcting unit 103, the revolution speedcontrol unit 104, and the torque adjusting unit 105 are likewise tothose of the control apparatus 100 shown in FIG. 1 and thus are notdescribed herein.

Next, the description will be oriented to a torque variation suppressingunit 2402 located in the control apparatus 2400.

The torque variation suppressing unit 2402 is served to output a torquecommand value Tm of the motor 27. The engaging of the clutch 4 with theclutch 5 makes it possible to directly couple the output shaft 26 of themotor 27 with the output shaft 3 of the engine 1, thereby smoothlycontrolling the engine speed Ne through the use of the motor 27.

FIG. 28 is a time chart showing a control state in the gear shifting. InFIG. 28, (A) to (F) are the same as the charts shown in FIG. 26 and thusare not described herein. (G) indicates a torque Tm of the motor 27. Asindicated in (G), by controlling the motor torque Tm, it is possible tolessen the change of the engine speed Ne. It is preferable to start thecontrol for the motor 27 immediately before the axial vibration takesplace in consideration of the adverse effect on the torque Tout of theoutput shaft 20.

The foregoing control system makes it possible to lessen the change ofthe engine speed Ne and thus suppress the torque variation (axialvibration) as indicated in the dotted line of (F), thereby improving thegear shifting performance of a vehicle.

What is claimed:
 1. A control apparatus of a vehicle having a firstfriction clutch transmitting a driving force from an engine to a geartype transmission, a plurality of gear assemblies disposed between aninput shaft and an output shaft of said gear type transmission, a secondfriction clutch provided in at least one of said gear assemblies and amesh type clutch disposed in the other of said gear assemblies, whereina control apparatus controls said first friction clutch and saidtransmission in a gear shifting operation, and said control apparatuscomprises: means for calculating an operation command value of saidfirst friction clutch for reducing a pressure force of said firstfriction clutch at a time of completion of the gear shifting operationto be lower than a pressure force of said first friction clutch in thegear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 2. A controlapparatus of a vehicle having a first friction clutch transmitting adriving force from an engine to a gear type transmission, a plurality ofgear assemblies disposed between an input shaft and an output shaft ofsaid gear type transmission, a second friction clutch provided in atleast one of said gear assemblies and a mesh type clutch disposed in theother of said gear assemblies, wherein a control apparatus controls saidfirst friction clutch and said transmission in a gear shiftingoperation, and said control apparatus comprises: means for calculatingan operation command value of said first friction clutch for reducing apressure force of said first friction clutch before a completion of thegear shifting operation to be lower than a pressure force of said firstfriction clutch at the beginning of the gear shifting operation so as tosuppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 3. A control apparatus of a vehicle according to anyone of claims 1 and 2, further comprising lowered torque correctingmeans for calculating command values of said second friction clutch forcompensating a fall in torque of said output shaft occurred when saidmesh type clutch is shifted in it's state of least after the start ofthe gear shifting operation and for controlling a revolution speed ofsaid input shaft in the gear shifting operation.
 4. A control apparatusaccording to any one of claims 1 and 2, further comprising means forcalculating an operation command value of said engine for controllingsaid input shaft in the gear shifting operation.
 5. A control apparatusaccording to any one of claims 1 and 2, wherein a pressure force of saidfirst friction clutch after a completion of gear shifting operation isincreased to be higher than the pressure force at the completion of gearshifting operation.
 6. A control apparatus according to claim 1 or 2,wherein said operation command value of said first friction clutch is anoil pressure command value.
 7. A control apparatus according to claim 3,further comprising means for calculating an operation command value ofsaid engine for controlling said input shaft in the gear shiftingoperation.
 8. A control apparatus according to claim 3, wherein apressure force of said first friction clutch after a completion of gearshifting operation is increased to be higher than the pressure force atthe completion of gear shifting operation.
 9. A control apparatusaccording to claim 3, wherein said operation command value of said firstfriction clutch is an oil pressure command value.
 10. A controlapparatus of a vehicle having a first friction clutch transmitting adriving force from an engine to a gear type transmission, a plurality ofgear assemblies disposed between an input shaft and an output shaft ofsaid gear type transmission, a second friction clutch provided in atleast one of said gear assemblies and a mesh type clutch disposed in theother of said gear assemblies, wherein a control apparatus controls saidengine, said first friction clutch and said transmission in a gearshifting operation, and said control apparatus comprises: torqueadjusting means for calculating an operation command of said engine forstarting a torque control of said input shaft in the gear shiftingoperation and before a completion of the gear shifting operation; andmeans for calculating an operation command value of said first frictionclutch for reducing a pressure force of said first friction clutch at atime of completion of the gear shifting operation to be lower than apressure force of said first friction clutch in the gear shiftingoperation so as to suppress a torque variation of said output shaft whensaid mesh type clutch is engaged.
 11. A control apparatus of a vehiclehaving a first friction clutch transmitting a driving force from anengine to a gear type transmission, a plurality of gear assembliesdisposed between an input shaft and an output shaft of said gear typetransmission, a second friction clutch provided in at least one of saidgear assemblies and a mesh type clutch disposed in the other of saidgear assemblies, wherein a control apparatus controls said engine, saidfirst friction clutch and said transmission in a gear shiftingoperation, and said control apparatus comprises: torque adjusting meansfor calculating an operation command of said engine for starting atorque control of said input shaft in the gear shifting operation andbefore a completion of the gear shifting operation; and means forcalculating an operation command value of said first friction clutch forreducing a pressure force of said first friction clutch before acompletion of the gear shifting operation to be lower than a pressureforce of said first friction clutch at the beginning of the gearshifting operation so as to suppress a torque variation of said outputshaft when said mesh type clutch is engaged.
 12. A control apparatusaccording to any one of claims 10 and 11, further comprising torqueadjusting means for calculating an operation command of said engine forcontrolling a torque control of said input shaft at a completion of thegear shifting operation.
 13. A control apparatus according to any one ofclaims 10 and 11, further comprising means for calculating an operationcommand value of said engine for controlling said input shaft in thegear shifting operation.
 14. A control apparatus according to any one ofclaims 10 and 11, wherein a pressure force of said first friction clutchafter a completion of gear shifting operation is increased to be higherthan the pressure force at the completion of gear shifting operation.15. A control apparatus according to claim 10 or 11, wherein saidoperation command value of said first friction clutch is an oil pressurecommand value.
 16. A control apparatus according to claim 12, furthercomprising means for calculating an operation command value of saidengine for controlling said input shaft in the gear shifting operation.17. A control apparatus according to claim 12, wherein a pressure forceof said first friction clutch after a completion of gear shiftingoperation is increased to be higher than the pressure force at thecompletion of gear shifting operation.
 18. A control apparatus accordingto claim 12, wherein said operation command value of said first frictionclutch is an oil pressure command value.
 19. A control apparatus of avehicle having a first friction clutch transmitting a driving force froman engine to a gear type transmission, a plurality of gear assembliesdisposed between an input shaft and an output shaft of said gear typetransmission, a second friction clutch provided in at least one of saidgear assemblies and a mesh type clutch disposed in the other of saidgear assemblies, wherein a control apparatus controls said engine, saidfirst friction clutch and said transmission in a gear shiftingoperation, leave in claim control apparatus, comprises a fall in torqueof said output shaft occurred when said mesh type clutch is shifted init's state is compensated by controlling said second friction clutch atleast after the start of the gear shifting operation and a revolutionspeed of said input shaft is controlled in the gear shifting operation;a torque control of said input shaft is started in the gear shiftingoperation and before the completion of the gear shifting operation; anda pressure force of said first friction clutch is controlled forreducing the pressure force of said first friction clutch at a time ofcompletion of the gear shifting operation to be lower than a pressureforce of said first friction clutch in the gear shifting operation so asto suppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 20. A control apparatus of a vehicle having a firstfriction clutch transmitting a driving force from an engine to a geartype transmission, a plurality of gear assemblies disposed between aninput shaft and an output shaft of said gear type transmission, a secondfriction clutch provided in at least one of said gear assemblies and amesh type clutch disposed in the other of said gear assemblies, whereina control apparatus controls said engine, said first friction clutch andsaid transmission in a gear shifting operation, and said controlapparatus, comprises a fall in torque of said output shaft occurred whensaid mesh type clutch is shifted in it's state is compensated bycontrolling said second friction clutch at least after the start of thegear shifting operation and a revolution speed of said input shaft iscontrolled in the gear shifting operation; a torque control of saidinput shaft is started in the gear shifting operation and before thecompletion of the gear shifting operation; and a pressure force of saidfirst friction clutch is controlled for reducing a pressure force ofsaid first friction clutch before a completion of the gear shiftingoperation to be lower than a pressure force of said first frictionclutch at the beginning of the gear shifting operation so as to suppressa torque variation of said output shaft when said mesh type clutch isengaged.
 21. A control apparatus according to any one of claims 19 and20, wherein a torque control of said input shaft is made at a completionof the gear shifting operation.
 22. A control apparatus according to aone of claims 19 and 20, further comprising means for calculating anoperation command value of said engine for controlling said input shaftin the gear shifting operation.
 23. A control apparatus according to anyone of claims 19 and 20, wherein a pressure force of said first frictionclutch after a completion of gear shifting operation is increased to behigher than the pressure force at the completion of gear shiftingoperation.
 24. A control apparatus according to claim 19 or 20, whereinsaid operation command value of said first friction clutch is an oilpressure command value.
 25. A control apparatus according to claim 21,further comprising means for calculating an operation command value ofsaid engine for controlling said input shaft in the gear shiftingoperation.
 26. A control apparatus according to claim 21, wherein apressure force of said first friction clutch after a completion of gearshifting operation is increased to be higher than the pressure force atthe completion of gear shifting operation.
 27. A control apparatusaccording to claim 21, wherein said operation command value of saidfirst friction clutch is an oil pressure command value.
 28. A controlapparatus of a vehicle having a first friction clutch transmitting adriving force from an engine to a gear type transmission, a plurality ofgear assemblies disposed between an input shaft and an output shaft ofsaid gear type transmission, a second friction clutch provided in atleast one of said gear assemblies and a mesh type clutch disposed in theother of said gear assemblies, wherein a control apparatus controls saidengine, said first friction clutch and said transmission in a gearshifting operation, and said control apparatus comprises: means forcalculating an operation command value of said engine for controlling arevolution speed of said input shaft in the gear shifting operation; andtorque variation suppressing means for calculating an operation commandvalue of said first friction clutch for reducing a pressure force ofsaid first friction clutch at a completion of the gear shiftingoperation to be lower than a pressure force of said first frictionclutch in the gear shifting operation so as to suppress a torquevariation of said output shaft when said mesh type clutch is engaged.29. A control apparatus of a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, wherein a controlapparatus controls said engine, said first friction clutch and saidtransmission in a gear shifting operation, and said control apparatuscomprises: means for calculating an operation command value of saidengine for controlling a revolution speed of said input shaft in thegear shifting operation; and torque variation suppressing means forcalculating an operation command value of said first friction clutch forreducing a pressure force of said first friction clutch before acompletion of the gear shifting operation to be lower than a pressureforce of said first friction clutch at a start of the gear shiftingoperation so as to suppress a torque variation of said output shaft whensaid mesh type clutch is engaged.
 30. A control apparatus according toany one of claims 28 and 29, further comprising a torque adjusting meansfor calculating an operation command value of said engine for startingcontrol of said input shaft in the gear shifting operation that is in aperiod from releasing said mesh type clutch from one of said gearassemblies of said transmission to engaging said mesh type clutch withthe other said gear assemblies of said transmission and before acompletion of the gear shifting operation that is before engaging saidmesh type clutch with the other said gear assemblies of saidtransmission.
 31. A control apparatus according to any one of claims 28and 29, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation.
 32. Acontrol apparatus according to claim 4, wherein a pressure force of saidfirst friction clutch after a completion of gear shifting operation isincreased to be higher than the pressure force at the completion of gearshifting operation.
 33. A control apparatus according to claim 28,wherein said operation command value of said first friction clutch is anoil pressure command value.
 34. A control apparatus according to claim5, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation.
 35. Acontrol apparatus according to claim 13, wherein a pressure force ofsaid first friction clutch after a completion of gear shifting operationis increased to be higher than the pressure force at the completion ofgear shifting operation.
 36. A control apparatus according to claim 16,wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation.
 37. Acontrol apparatus according to claim 22, wherein a pressure force ofsaid first friction clutch after a completion of gear shifting operationis increased to be higher than the pressure force at the completion ofgear shifting operation.
 38. A control apparatus according to claim 25,wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation.
 39. Acontrol apparatus according to claim 30, wherein a pressure force ofsaid first friction clutch after a completion of gear shifting operationis increased to be higher than the pressure force at the completion ofgear shifting operation.
 40. A method of controlling a vehicle having afirst friction clutch transmitting a driving force from an engine to agear type transmission, a plurality of gear assemblies disposed betweenan input shaft and an output shaft of said gear type transmission, asecond friction clutch provided in at least one of said gear assembliesand a mesh type clutch disposed in the other of said gear assemblies,wherein said first friction clutch and said transmission are controlledin a gear shifting operation, and said method comprises a step of:reducing a pressure force, of said first friction clutch at a time ofcompletion of the gear shifting operation to be lower than a pressureforce of said first friction clutch in the gear shifting operation so asto suppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 41. A method of controlling a vehicle having a firstfriction clutch transmitting a driving force from an engine to a geartype transmission, a plurality of gear assemblies disposed between aninput shaft and an output shaft of said gear type transmission, a secondfriction clutch provided in at least one of said gear assemblies and amesh type clutch disposed in the other of said gear assemblies, whereinsaid first friction clutch and said transmission are controlled in agear shifting operation, and said method comprises a step of: reducing apressure force of said first friction clutch before a completion of thegear shifting operation to be lower than a pressure force of said firstfriction clutch at the beginning of the gear shifting operation so as tosuppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 42. A method according to claim 40 or 41, furthercomprising a step of compensating a fall in torque of said output shaftoccurred when said mesh type clutch is shifted in it's state at leastafter the start of the gear shifting operation and controlling arevolution speed of said input shaft in the gear shifting operation. 43.A method according to claim 40 or 41, further comprising the step ofcontrolling said input shaft in the gear shifting operation bycontrolling a torque of said engine.
 44. A method according to claim 40or 41, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 45. A method according to claim42, further comprising the step of controlling said input shaft in thegear shifting operation by controlling a torque of said engine.
 46. Amethod according to claim 42, wherein a pressure force of said firstfriction clutch after a completion of gear shifting operation isincreased to be higher than the pressure force at the completion of gearshifting operation by controlling said first friction clutch.
 47. Amethod of controlling a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, wherein said engine, saidfirst friction clutch and said transmission are controlled in a gearshifting operation, and said method comprises the steps of: starting atorque control of said input shaft in the gear shifting operation andbefore a completion of the gear shifting operation by controlling atorque of said engine; and reducing a pressure force of said firstfriction clutch at a time of completion of the gear shifting operationto be lower than a pressure force of said first friction clutch in thegear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 48. A method ofcontrolling a vehicle having a first friction clutch transmitting adriving force from an engine to a gear type transmission, a plurality ofgear assemblies disposed between an input shaft and an output shaft ofsaid gear type transmission, a second friction clutch provided in atleast one of said gear assemblies and a mesh type clutch disposed in theother of said gear assemblies, wherein said engine, said first frictionclutch and said transmission are controlled in a gear shiftingoperation, and said method comprises the steps of: starting a torquecontrol of said input shaft in the gear shifting operation and beforecompletion of the gear shifting operation by controlling a torque ofsaid engine; and reducing a pressure force of said first friction clutchbefore a completion of the gear shifting operation to be lower than apressure force of said first friction clutch at the beginning of thegear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 49. A method ofcontrolling a vehicle having a first friction clutch transmitting adriving force from an engine to a gear type transmission, a plurality ofgear assemblies disposed between an input shaft and an output shaft ofsaid gear type transmission, a second friction clutch provided in atleast one of said gear assemblies and a mesh type clutch disposed in theother of said gear assemblies, wherein said engine, said first frictionclutch and said transmission are controlled in a gear shiftingoperation, and said method comprises the steps of: compensating a fallin torque of said output shaft occurred when said mesh type clutch isshifted in it's state by controlling said second friction clutch atleast after the start of the gear shifting operation and controlling arevolution speed of said input shaft in the gear shifting operation;starting control of said input shaft in the gear shifting operation andbefore the completion of the gear shifting operation by controlling atorque of said engine; and controlling a pressure force of said firstfriction clutch for reducing the pressure force of said first frictionclutch at a time of completion of the gear shifting operation to belower than a pressure force of said first friction clutch in the gearshifting operation so as to suppress a torque variation of said outputshaft when said mesh type clutch is engaged.
 50. A method of controllinga vehicle having a first friction clutch transmitting a driving forcefrom an engine to a gear type transmission, a plurality of gearassemblies disposed between an input shaft and an output shaft of saidgear type transmission, a second friction clutch provided in at leastone of said gear assemblies and a mesh type clutch disposed in the otherof said gear assemblies, wherein said engine, said first friction clutchand said transmission are controlled in a gear shifting operation, andsaid method comprises the steps of: compensating a fall in torque ofsaid output shaft occurred when said mesh type clutch is shifted in it'sstate by controlling said second friction clutch at least after thestart of the gear shifting operation and controlling a revolution speedof said input shaft in the gear shifting operation; starting a torquecontrol of said input shaft in the gear shifting operation and beforethe completion of the gear shifting operation by controlling a torque ofsaid engine; and reducing a pressure force of said first friction clutchbefore a completion of the gear shifting operation to be lower than apressure force of said first friction clutch at the beginning of thegear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 51. A methodaccording to claim 49 or 50, wherein a torque control of said inputshaft is made at a completion of the gear shifting operation bycontrolling a torque of said engine.
 52. A method according to any oneof claims 47-50, further comprising the step of controlling said inputshaft in the gear shifting operation by controlling a torque of saidengine.
 53. A method according to any one of claims 47-50, wherein apressure force of said first friction clutch after a completion of gearshifting operation is increased to be higher than the pressure force atthe completion of gear shifting operation by controlling said firstfriction clutch.
 54. A method according to claim 51, further comprisingthe step of controlling said input shaft in the gear shifting operationby controlling a torque of said engine.
 55. A method according to claim51, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 56. A method of controlling avehicle having a first friction clutch transmitting a driving force froman engine to a gear type transmission, a plurality of gear assembliesdisposed between an input shaft and an output shaft of said gear typetransmission, a second friction clutch provided in at least one of saidgear assemblies and a mesh type clutch disposed in the other of saidgear assemblies, wherein said engine, said first friction clutch andsaid transmission are controlled in a gear shifting operation, and saidmethod comprises the steps of: controlling a revolution speed of saidinput shaft in the gear shifting operation by controlling a torque ofsaid engine; and reducing a pressure force of said first friction clutchat a completion of the gear shifting operation to be lower than apressure force of said first friction clutch in the gear shiftingoperation by controlling said first friction clutch so as to suppress atorque variation of said output shaft when said mesh type clutch isengaged.
 57. A method of controlling a vehicle having a first frictionclutch transmitting a driving force from an engine to a gear typetransmission, a plurality of gear assemblies disposed between an inputshaft and an output shaft of said gear type transmission, a secondfriction clutch provided in at least one of said gear assemblies and amesh type clutch disposed in the other of said gear assemblies, whereinsaid engine, said first friction clutch and said transmission arecontrolled in a gear shifting operation, and said method comprises thesteps of: controlling a revolution speed of said input shaft in the gearshifting operation by controlling a torque of said engine; and reducinga pressure force of said first friction clutch before a completion ofthe gear shifting operation to be lower than a pressure force of saidfirst friction clutch at a start of the gear shifting operation bycontrolling said first friction clutch so as to suppress a torquevariation of said output shaft when said mesh type clutch is engaged.58. A method according to claim 56 or 57, further comprising the step ofcontrolling said input shaft in the gear shifting operation bycontrolling a torque of said engine.
 59. A method according to claim 56or 57, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 60. A method according to claim43, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 61. A method according to claim45, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 62. A method according to claim52, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 63. A method according to claim54, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 64. A method according to claim58, wherein a pressure force of said first friction clutch after acompletion of gear shifting operation is increased to be higher than thepressure force at the completion of gear shifting operation bycontrolling said first friction clutch.
 65. A transmission of a vehiclehaving a first friction clutch transmitting a driving force from anengine to a gear type transmission, a plurality of gear assembliesdisposed between an input shaft and an output shaft of said gear typetransmission, a second friction clutch provided in at least one of saidgear assemblies and a mesh type clutch disposed in the other of saidgear assemblies, a shifting operation being controlled by a controlapparatus for the vehicle, wherein a pressure force of said firstfriction clutch is controlled to be reduced at a time of completion ofthe gear shifting operation to be lower than a pressure force of saidfirst friction clutch in the gear shifting operation so as to suppress atorque variation of said output shaft when said mesh type clutch isengaged.
 66. A transmission of a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, a shifting operationbeing controlled by a control apparatus for the vehicle, wherein apressure force of said first friction clutch is controlled to be reducedbefore a completion of the gear shifting operation to be lower than apressure force of said first friction clutch at the beginning of thegear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 67. A transmissionaccording to claim 65 or 66, wherein a fall in torque of said outputshaft occurred when said mesh type clutch is shifted in it's state iscompensated by controlling said second friction clutch at least afterthe of the gear shifting operation and a revolution speed of said inputshaft is controlled in the gear shifting operation.
 68. A transmissionaccording to claim 65 or 66, wherein a torque control of said inputshaft is made in the gear shifting operation by controlling a torque ofsaid engine.
 69. A transmission according to claim 65 or 66, wherein bycontrolling said first friction clutch, a pressure force of said firstfriction clutch after a completion of the gear shifting operationis_increased to be higher than the pressure force reduced in the gearshifting operation.
 70. A transmission according to claim 65 or 66,wherein an operation command value for controlling said first frictionclutch is an oil pressure command value.
 71. A transmission according toclaim 67, wherein a torque control of said input shaft is made in thegear shifting operation by controlling a torque of said engine.
 72. Atransmission according to claim 67, wherein by controlling said firstfriction clutch, a pressure force of said first friction clutch after acompletion of the gear shifting operation is increased to be higher thanthe pressure force reduced in the gear shifting operation.
 73. Atransmission according to claim 67, wherein an operation command valuefor controlling said first friction clutch is an oil pressure commandvalue.
 74. A transmission of a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, a shifting operationbeing controlled by a control apparatus for the vehicle, wherein atorque control of said input shaft is started in the gear shiftingoperation and before a completion of the gear shifting operation bycontrolling a torque of said engine, and a pressure force of said firstfriction clutch at a time of completion of the gear shifting operationis controlled to be lower than a pressure force of said first frictionclutch in the gear shifting operation so as to suppress a torquevariation of said output shaft when said mesh type clutch is engaged.75. A transmission of a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, a shifting operationbeing controlled by a control apparatus for the vehicle, wherein atorque control of said input shaft is started in the gear shiftingoperation and before a completion of the gear shifting operation bycontrolling a torque of said engine, and a pressure force of said firstfriction clutch before a completion of the gear shifting operation iscontrolled to be reduced to be lower than a pressure force of said firstfriction clutch at the beginning of the gear shifting operation so as tosuppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 76. A transmission of a vehicle having a firstfriction clutch transmitting a driving force from an engine to a geartype transmission, a plurality of gear assemblies disposed between aninput shaft and an output shaft of said gear type transmission, a secondfriction clutch provided in at least one of said gear assemblies and amesh type clutch disposed in the other of said gear assemblies, ashifting operation being controlled by a control, apparatus for thevehicle, wherein a fall in torque of said output shaft occurred whensaid mesh type clutch is shifted in it's state is compensated bycontrolling said second friction clutch at least after the start of thegear shifting operation and a revolution speed of said input shaft iscontrolled in the gear shifting operation, a torque control of saidinput shaft is started in the gear shifting operation and before thecompletion of the gear shifting operation, and a pressure force of saidfirst friction clutch is controlled for reducing the pressure force ofsaid first friction clutch at a time of completion of the gear shiftingoperation to be lower than a pressure force of said first frictionclutch in the gear shifting operation so as to suppress a torquevariation of said output shaft when said mesh type clutch is engaged.77. A transmission of a vehicle having a first friction clutchtransmitting a driving force from an engine to a gear type transmission,a plurality of gear assemblies disposed between an input shaft and anoutput shaft of said gear type transmission, a second friction clutchprovided in at least one of said gear assemblies and a mesh type clutchdisposed in the other of said gear assemblies, a shifting operationbeing controlled by a control apparatus for the vehicle, wherein a fallin torque of said output shaft occurred when said mesh type clutch isshifted in it's state is compensated by controlling said second frictionclutch at least after the start of the gear shifting operation and arevolution speed of said input shaft is controlled in the gear shiftingoperation, a torque control of said input shaft is started in the gearshifting operation and before the completion of the gear shiftingoperation by controlling a torque of said engine, and a pressure forceof said first friction clutch is controlled for reducing a pressureforce of said first friction clutch before a completion of the gearshifting operation to be lower than a pressure force of said firstfriction clutch at the beginning of the gear shifting operation so as tosuppress a torque variation of said output shaft when said mesh typeclutch is engaged.
 78. A transmission according to claim 76 or 77,wherein a torque control of said input shaft is made at a completion ofthe gear shifting operation by controlling a torque of said engineproviding said input shaft with driving force.
 79. A transmissionaccording to any one of the claims 74-77, wherein a torque control ofsaid input shaft is made in the gear shifting operation by controlling atorque of said engine.
 80. A transmission according to any one of claims74-77, wherein by controlling said first friction clutch, a pressureforce of said first friction clutch after a completion of the gearshifting operation is increased to be higher than the pressure forcereduced in the gear shifting operation.
 81. A transmission according toany one of claims 74-77, wherein an operation command value forcontrolling said first friction clutch is an oil pressure command value.82. A transmission according to claim 78, wherein a torque control ofsaid input shaft is made in the gear shifting operation by controlling atorque of said engine.
 83. A transmission according to claim 78, whereinby controlling said first friction clutch, a pressure force of saidfirst friction clutch after a completion of the gear shifting operationis increased to be higher than the pressure force reduced in the gearshifting operation.
 84. A transmission according to claim 78, wherein anoperation command value for controlling said first friction clutch is anoil pressure command value.
 85. A transmission of a vehicle having afirst friction clutch transmitting a driving force from an engine to agear type transmission, a plurality of gear assemblies disposed betweenan input shaft and an output shaft of said gear type transmission, asecond friction clutch provided in at least one of said gear assembliesand a mesh type clutch disposed in the other of said gear assemblies, ashifting operation being controlled by a control apparatus for thevehicle, wherein revolution speed of said input shaft in the gearshifting operation is controlled by controlling a torque of said engine,and a pressure force of said first friction clutch at a completion ofthe gear shifting operation is controlled for reducing the pressureforce to be lower than a pressure force of said first friction clutch inthe gear shifting operation so as to suppress a torque variation of saidoutput shaft when said mesh type clutch is engaged.
 86. A transmissionof a vehicle having a first friction clutch transmitting a driving forcefrom an engine to a gear type transmission, a plurality of gearassemblies disposed between an input shaft and an output shaft of saidgear type transmission, a second friction clutch provided in at leastone of said gear assemblies and a mesh type clutch disposed in the otherof said gear assemblies, a shifting operation being controlled by acontrol apparatus for the vehicle, wherein a revolution speed of saidinput shaft in the gear shifting operation is controlled by controllinga torque of said engine, and a pressure force of said first frictionclutch before a completion of the gear shifting operation is controlledfor reducing the pressure force to be lower than a pressure force ofsaid first friction clutch at a start of the gear shifting operation soas to suppress a torque variation of said output shaft when said meshtype clutch is engaged.
 87. A transmission according to claim 85 or 86,wherein by controlling said first friction clutch, a pressure force ofsaid first friction clutch after a completion of the gear shiftingoperation is increased to be higher than the pressure force reduced inthe gear shifting operation.
 88. A transmission according to claim 85 or86, wherein an operation command value for controlling said firstfriction clutch is an oil pressure command value.
 89. A transmissionaccording to claim 68, wherein by controlling said first frictionclutch, a pressure force of said first friction clutch after acompletion of the gear shifting operation is increased to be higher thanthe pressure force reduced in the gear shifting operation.
 90. Atransmission according to claim 68, wherein an operation command valuefor controlling said first friction clutch is an oil pressure commandvalue.
 91. A transmission according to claim 71, wherein by controllingsaid first friction clutch, a pressure force of said first frictionclutch after a completion of the gear shifting operation is increased tobe higher than the pressure force reduced in the gear shiftingoperation.
 92. A transmission according to claim 88, wherein anoperation command value for controlling said first friction clutch is anoil pressure command value.
 93. A transmission according to claim 79,wherein by controlling said first friction clutch, a pressure force ofsaid first friction clutch after a completion of the gear shiftingoperation is increased to be higher than the pressure force reduced inthe gear shifting operation.
 94. A transmission according to claim 79,wherein an operation command value for controlling said first frictionclutch is an oil pressure command value.
 95. A transmission according toclaim 82, wherein by controlling said first friction clutch, a pressureforce of said first friction clutch after a completion of the gearshifting operation is increased to be higher than the pressure forcereduced in the gear shifting operation.
 96. A transmission according toclaim 82, wherein an operation command value for controlling said firstfriction clutch is an oil pressure command value.
 97. A transmissionaccording to claim 69, wherein an operation command value forcontrolling said first friction clutch is an oil pressure command value.98. A transmission according to claim 72, wherein an operation commandvalue for controlling said first friction clutch is an oil pressurecommand value.
 99. A transmission according to claim 80, wherein anoperation command value for controlling said first friction clutch is anoil pressure command value.
 100. A transmission according to claim 83,wherein an operation command value for controlling said first frictionclutch is an oil pressure command value.
 101. A transmission accordingto claim 87, wherein an operation command value for controlling saidfirst friction clutch is an oil pressure command value.
 102. Atransmission according to claim 89, wherein an operation command valuefor controlling said first:friction clutch is an oil pressure commandvalue.
 103. A transmission according to claim 91, wherein an operationcommand value for controlling said first friction clutch is an oilpressure command value.
 104. A transmission according to claim 93,wherein an operation command value for controlling said first frictionclutch is an oil pressure command value.
 105. A transmission accordingto claim 95, wherein an operation command value for controlling saidfirst friction clutch is an oil pressure command value.